WO2016084800A1 - 変速装置、制御装置、及びビークル - Google Patents

変速装置、制御装置、及びビークル Download PDF

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Publication number
WO2016084800A1
WO2016084800A1 PCT/JP2015/082930 JP2015082930W WO2016084800A1 WO 2016084800 A1 WO2016084800 A1 WO 2016084800A1 JP 2015082930 W JP2015082930 W JP 2015082930W WO 2016084800 A1 WO2016084800 A1 WO 2016084800A1
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WIPO (PCT)
Prior art keywords
winding
stator core
generator
output
magnetic
Prior art date
Application number
PCT/JP2015/082930
Other languages
English (en)
French (fr)
Japanese (ja)
Inventor
日野　陽至
Original Assignee
ヤマハ発動機株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from JP2014237372A external-priority patent/JP2018014771A/ja
Priority claimed from JP2015196668A external-priority patent/JP2018012347A/ja
Priority claimed from JP2015196670A external-priority patent/JP2018012349A/ja
Priority claimed from JP2015196669A external-priority patent/JP2018012348A/ja
Priority claimed from JP2015196667A external-priority patent/JP2018012346A/ja
Priority to RU2017122164A priority Critical patent/RU2017122164A/ru
Priority to EP15863113.5A priority patent/EP3206295B1/en
Application filed by ヤマハ発動機株式会社 filed Critical ヤマハ発動機株式会社
Priority to BR112017010343A priority patent/BR112017010343A2/pt
Priority to CN201580063944.6A priority patent/CN107005185B/zh
Priority to TW104139296A priority patent/TWI577597B/zh
Priority to TW104139338A priority patent/TWI611952B/zh
Publication of WO2016084800A1 publication Critical patent/WO2016084800A1/ja
Priority to US15/587,569 priority patent/US10449846B2/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/13—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines using AC generators and AC motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/14—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines using DC generators and AC motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
    • B60W20/19—Control strategies specially adapted for achieving a particular effect for achieving enhanced acceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/50—Control strategies for responding to system failures, e.g. for fault diagnosis, failsafe operation or limp mode
    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
    • G07C5/00—Registering or indicating the working of vehicles
    • G07C5/006—Indicating maintenance
    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
    • G07C5/00—Registering or indicating the working of vehicles
    • G07C5/008—Registering or indicating the working of vehicles communicating information to a remotely located station
    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
    • G07C5/00—Registering or indicating the working of vehicles
    • G07C5/08—Registering or indicating performance data other than driving, working, idle, or waiting time, with or without registering driving, working, idle or waiting time
    • G07C5/0816—Indicating performance data, e.g. occurrence of a malfunction
    • G07C5/0825—Indicating performance data, e.g. occurrence of a malfunction using optical means
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K1/00—Details of the magnetic circuit
    • H02K1/06—Details of the magnetic circuit characterised by the shape, form or construction
    • H02K1/22—Rotating parts of the magnetic circuit
    • H02K1/27—Rotor cores with permanent magnets
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
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    • H02K21/00—Synchronous motors having permanent magnets; Synchronous generators having permanent magnets
    • H02K21/02—Details
    • H02K21/021—Means for mechanical adjustment of the excitation flux
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
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    • H02K21/02—Details
    • H02K21/021—Means for mechanical adjustment of the excitation flux
    • H02K21/022—Means for mechanical adjustment of the excitation flux by modifying the relative position between field and armature, e.g. between rotor and stator
    • H02K21/025—Means for mechanical adjustment of the excitation flux by modifying the relative position between field and armature, e.g. between rotor and stator by varying the thickness of the air gap between field and armature
    • H02K21/026—Axial air gap machines
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
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    • H02K21/02—Details
    • H02K21/021—Means for mechanical adjustment of the excitation flux
    • H02K21/028—Means for mechanical adjustment of the excitation flux by modifying the magnetic circuit within the field or the armature, e.g. by using shunts, by adjusting the magnets position, by vectorial combination of field or armature sections
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
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    • H02K21/02—Details
    • H02K21/021—Means for mechanical adjustment of the excitation flux
    • H02K21/028—Means for mechanical adjustment of the excitation flux by modifying the magnetic circuit within the field or the armature, e.g. by using shunts, by adjusting the magnets position, by vectorial combination of field or armature sections
    • H02K21/029—Vectorial combination of the fluxes generated by a plurality of field sections or of the voltages induced in a plurality of armature sections
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
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    • H02K21/12—Synchronous motors having permanent magnets; Synchronous generators having permanent magnets with stationary armatures and rotating magnets
    • H02K21/24—Synchronous motors having permanent magnets; Synchronous generators having permanent magnets with stationary armatures and rotating magnets with magnets axially facing the armatures, e.g. hub-type cycle dynamos
    • H—ELECTRICITY
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    • H02M7/42—Conversion of dc power input into ac power output without possibility of reversal
    • H02M7/44—Conversion of dc power input into ac power output without possibility of reversal by static converters
    • H—ELECTRICITY
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    • H—ELECTRICITY
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    • B60K6/24—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the combustion engines
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Definitions

  • the present invention relates to a transmission, a control device, and a vehicle.
  • Patent Document 1 discloses a vehicle.
  • the vehicle disclosed in Patent Document 1 is a hybrid vehicle.
  • the vehicle includes an engine, an accelerator pedal, a first rotating electrical machine, a second rotating electrical machine, and drive wheels.
  • the first rotating electrical machine is connected to the output shaft of the engine.
  • the first rotating electrical machine mainly functions as a generator.
  • the second rotating electrical machine is electrically connected to the first rotating electrical machine.
  • the second rotating electrical machine mainly functions as a motor.
  • a set of the first rotating electrical machine and the second rotating electrical machine is used as a transmission. Power running is performed by current flowing through the first rotating electrical machine and the second rotating electrical machine.
  • the second rotating electrical machine is connected to the drive wheels of the vehicle.
  • the depression of the accelerator pedal by the driver represents a request for acceleration of the vehicle.
  • the intake air amount of the engine can be arbitrarily adjusted. Therefore, for example, the vehicle is controlled as follows.
  • a target output of the second rotating electrical machine (motor) is determined based on the amount of depression of the accelerator pedal by the driver and the vehicle speed.
  • the target generated power of the first rotating electrical machine (generator) is determined according to the target output of the second rotating electrical machine.
  • the target output of the engine is determined according to the target generated power.
  • the intake air amount and fuel injection amount of the engine are controlled so as to obtain this target output.
  • the first rotating electrical machine controls the generated power
  • the second rotating electrical machine controls the output.
  • the generated power of the first rotating electrical machine and the second rotating electrical machine are matched to the actual output of the engine. Output is controlled.
  • the electric power (output) of a rotary electric machine is controlled and the application to the some vehicle type which has various characteristics is achieved.
  • the intake air amount and the fuel injection amount of the engine are controlled in order to control the torque of the drive wheels.
  • the intake air amount and the fuel injection amount of the engine are increased.
  • the torque of the driving wheel is increased, for example, the vehicle is accelerated.
  • the rotational speed of the engine is increased. That is, the rotational power output from the engine increases.
  • the current output from the first rotating electrical machine that functions as a generator increases, and the current supplied to the second rotating electrical machine increases.
  • the torque output from the second rotating electrical machine to the drive wheels increases.
  • the current output from the generator has a problem that it is difficult to increase compared to an increase in the rotational speed of the generator.
  • An object of the present invention is to provide a transmission, a control device, and a vehicle capable of expanding a torque adjustment range while suppressing a decrease in fuel efficiency of an engine.
  • the present invention adopts the following configuration in order to solve the above-described problems.
  • a transmission that changes rotation torque and rotation speed output from an engine and supplies the rotation mechanism to the rotation mechanism The transmission is A generator configured to output electric power according to rotational power transmitted from the engine, the rotor having a permanent magnet and rotating by rotational power transmitted from the engine, the winding and the winding
  • a stator having a stator core wound with a wire and disposed opposite to the rotor, and changing the inductance of the winding by changing the magnetic resistance of the magnetic circuit passing through the stator core, as seen from the winding
  • a generator having a supply current adjustment unit configured to adjust a current output from the generator;
  • the supply current adjustment unit is controlled in accordance with a torque request required for the transmission as a torque output from the transmission to the rotation mechanism, and the supply current adjustment unit changes the inductance of the winding.
  • a control device configured to adjust a current output from the generator.
  • the rotor of the generator is rotated by rotational power transmitted from the engine.
  • the magnetic flux of the permanent magnet provided in the rotor acts on the winding.
  • an induced electromotive voltage is generated.
  • Electric power is output due to the induced electromotive voltage.
  • the generator outputs power corresponding to the rotational power transmitted from the engine.
  • the motor is driven by the electric power output from the generator and outputs rotational power.
  • the control device controls the supply current adjusting unit in response to a torque request required for the transmission as torque output to the rotation mechanism.
  • the supply current adjusting unit adjusts the current output from the generator by changing the inductance of the winding. Thereby, the rotational torque output from the motor to the rotating mechanism is adjusted.
  • the inductance is changed by changing the reluctance of the magnetic circuit through the stator core as seen from the winding.
  • the degree of current change with respect to voltage change when changing the magnetic resistance of the magnetic circuit passing through the stator core as seen from the winding is different from that when changing the output of the engine.
  • the control device controls the current of the generator by controlling the supply current adjusting unit. For this reason, the engine can suppress an excessive increase in rotational power. Further, the control device can adjust the torque output to the rotating mechanism while ensuring a balance between the power and voltage generated by the generator. For this reason, according to the transmission of (1), the torque adjustment range can be expanded while suppressing a decrease in the fuel efficiency of the engine.
  • the transmission of (1) is further provided with a motor power control unit provided in a power supply path between the generator and the motor, and configured to control power supplied to the motor,
  • the control device is configured to control both the motor power control unit and the supply current adjustment unit.
  • the control device can control the power supplied to the motor independently of the control of the output of the generator. For example, even when the engine and the generator are operating, the motor power control unit can stop the motor by stopping the power supply to the motor.
  • the freedom degree of control about the rotation output from a motor can be raised.
  • the engine has an output adjustment unit configured to adjust the rotational power output from the engine
  • the control device is configured to cause the supply current adjustment unit to adjust the current output from the generator by changing the inductance of the winding in cooperation with the output adjustment unit.
  • a control apparatus adjusts the electric current output from a generator in cooperation with an output adjustment part. For this reason, the current supplied from the generator to the motor can be adjusted while suppressing an excessive increase in the rotational power of the engine. Therefore, according to the configuration of (3), it is possible to adjust the torque while suppressing a decrease in the fuel efficiency of the engine.
  • a magnetic circuit through the stator core as seen from the winding includes at least one non-magnetic gap;
  • the supply current adjusting unit changes an inductance of the winding by changing a magnetic resistance of a nonmagnetic gap between the winding and the rotor among the at least one nonmagnetic gap. It is comprised so that the electric current output from a machine may be adjusted.
  • the supply current adjusting unit changes the inductance of the winding by changing the magnetic resistance of the non-magnetic gap between the winding and the rotor.
  • An alternating magnetic field is generated between the winding and the rotor by a permanent magnet that moves as the rotor rotates. For example, reducing the reluctance of the non-magnetic gap between the winding and the rotor reduces the loss for the alternating magnetic field. For this reason, an electric current can be increased with respect to the rotational power supplied to a rotor. Therefore, the adjustment amount of the current output from the generator can be increased.
  • a magnetic circuit through the stator core as seen from the winding includes at least one non-magnetic gap;
  • the supply current adjusting unit is a nonmagnetic material having the largest magnetic resistance when the inductance of the winding is set to the largest value within a settable value range of the at least one nonmagnetic material gap.
  • the magnetoresistance of the non-magnetic gap having the largest magnetoresistance when the inductance of the winding is set to the largest value within the range of values that can be set changes. For this reason, it is easy to increase the amount of change in the inductance of the winding. Therefore, the amount of current adjustment can be further increased.
  • the supply current adjusting unit changes the magnetic resistance of the magnetic circuit passing through the stator core as viewed from the winding, so that the change rate of the magnetic flux interlinked with the winding is higher than the change rate of the inductance of the winding.
  • the inductance of the winding is changed so as to decrease, and the current output from the generator is adjusted.
  • the supply current adjusting unit changes the inductance of the winding so that the rate of change of the magnetic flux interlinking with the winding is smaller than the rate of change of the inductance of the winding.
  • the magnetic flux interlinking with the winding affects the voltage and current.
  • the inductance of the winding mainly affects the current. Therefore, the supply current adjusting unit can adjust the supplied current while suppressing the voltage change rate to be smaller than the current change rate. For this reason, the supply current adjusting unit can adjust the current while suppressing the influence of the restriction due to the voltage. Therefore, according to the configuration of (6), it is possible to expand the torque adjustment range while further suppressing a decrease in engine fuel efficiency.
  • the supply current adjustment unit moves the relative position of at least a part of the stator core with respect to the winding to change the inductance of the winding by changing the magnetic resistance of the magnetic circuit passing through the stator core as seen from the winding. And the current output from the generator is adjusted.
  • the supply current adjusting unit moves the relative position of at least a part of the stator core with respect to the winding, and changes the magnetic resistance of the magnetic circuit passing through the stator core as viewed from the winding. Therefore, the inductance of the winding is easily changed. For this reason, the current supplied to the motor is easily adjusted. Therefore, it is easy to adjust the torque output from the motor.
  • the supply current adjustment unit moves the relative position of the stator core with respect to the winding so as to maintain the relative position of the stator core with respect to the rotor, and the magnetic resistance of the magnetic circuit passing through the stator core as viewed from the winding. By changing the inductance of the winding, the current output from the generator is adjusted.
  • the relative position of the stator core relative to the winding moves so as to maintain the relative position of the stator core relative to the rotor. Therefore, a change in magnetic flux flowing from the permanent magnet of the rotor to the stator core is suppressed. That is, a change in magnetic flux generated by the permanent magnet and interlinked with the winding is suppressed. For this reason, a change in voltage when the relative position of the stator core with respect to the winding moves is suppressed. Therefore, according to the configuration of (8), it is possible to expand the torque adjustment range while further suppressing a decrease in engine fuel efficiency.
  • the supply current adjustment unit changes the inductance of the winding by changing the magnetic resistance of the magnetic circuit passing through the stator core as seen from the winding by moving the winding, and the current output from the generator Configured to adjust.
  • the relative position of the winding relative to the stator core moves so as to maintain the relative position of the stator core relative to the rotor. Therefore, a change in magnetic flux flowing from the permanent magnet of the rotor to the stator core is suppressed. That is, a change in magnetic flux generated by the permanent magnet and interlinked with the winding is suppressed. For this reason, a change in voltage when the relative position of the stator core with respect to the winding moves is suppressed. Therefore, according to the configuration of (9), it is possible to expand the torque adjustment range while further suppressing a decrease in fuel efficiency of the engine.
  • the transmission device changes the induced electromotive force of the winding by changing the linkage magnetic flux coming out from the permanent magnet of the rotor and interlinking with the winding, and adjusts the voltage output from the generator A configured supply voltage adjustment unit is provided.
  • the voltage output is changed to adjust the voltage output from the generator.
  • the stator core includes a plurality of first stator core portions having facing portions facing the rotor via a non-magnetic gap, and a second stator core portion not including the facing portions,
  • the supply current adjusting unit changes a magnetic resistance of a magnetic circuit passing through the stator core, as viewed from the winding, by moving one of the plurality of first stator core units and the second stator core unit with respect to the other. It is configured as follows.
  • the supply current adjusting unit moves one of the plurality of first stator core units and the second stator core unit included in the stator core with respect to the other.
  • the magnetic resistance of the magnetic circuit passing through the stator core as viewed from the winding is greatly changed as compared with the case where one of the stator core and the member other than the stator core is moved with respect to the other.
  • the range which can adjust the electric current supplied to a motor according to a torque request becomes wide. Therefore, according to the configuration of (9), it is possible to further expand the torque adjustment range while further suppressing a decrease in engine fuel efficiency.
  • the transmission of (12), The supply current adjusting unit is The non-magnetic gap length between each of the plurality of first stator core portions and the second stator core portion is greater than the non-magnetic gap length between adjacent first stator core portions of the plurality of first stator core portions. From the short first state, The non-magnetic gap length between each of the plurality of first stator core portions and the second stator core portion is greater than the non-magnetic gap length between adjacent first stator core portions of the plurality of first stator core portions. Up to the second state, too long By moving one of the plurality of first stator core portions and the second stator core portion with respect to the other, the magnetic resistance of the magnetic circuit passing through the stator core as viewed from the winding is changed.
  • the nonmagnetic body gap length between each of the plurality of first stator core portions and the second stator core portion is adjacent to the first of the plurality of first stator portions. It is shorter than the non-magnetic material gap length between the stator portions.
  • the nonmagnetic material gap length between each of the plurality of first stator portions and the second stator core portion is a nonmagnetic material gap between the adjacent first stator portions of the plurality of first stator portions. Longer than long.
  • the magnetic flux passing through the non-magnetic gap between the adjacent first stator portions out of the magnetic flux caused by the current of the winding is mainly the first stator portion and the second stator core portion.
  • the magnetic flux resulting from the winding current mainly passes through both the first stator portion and the second stator core portion.
  • the magnetic resistance of the magnetic circuit passing through the first stator core portion is large. As seen from the winding, the magnetic resistance of the magnetic circuit passing through the stator core changes more greatly. Therefore, according to the configuration of (13), it is possible to further expand the torque adjustment range while further suppressing a decrease in fuel efficiency.
  • control device (14) it is possible to expand the torque adjustment range in the transmission while suppressing a decrease in the fuel efficiency of the engine.
  • a vehicle The vehicle is Any one of the transmissions of (1) to (13); An engine configured to supply rotational power to the transmission; A rotation drive mechanism as the rotation mechanism configured to drive the vehicle in response to the supply of rotation power converted in torque and rotation speed by the transmission.
  • the request for torque output from the transmission varies depending on the progress of the vehicle.
  • the transmission can respond to a request for an increase in torque while suppressing a decrease in engine fuel efficiency. Therefore, according to the vehicle of (15), it is possible to expand the torque adjustment range while suppressing a decrease in engine fuel efficiency.
  • FIG. 2 is a system configuration diagram illustrating a schematic configuration of the transmission illustrated in FIG. 1.
  • (A) is a schematic diagram for demonstrating adjustment of the supply current adjustment part in the generator shown in FIG.
  • (B) is a schematic diagram showing a state when the inductance of the winding is set to a value smaller than that of (A). It is a circuit diagram which shows roughly the equivalent circuit of the coil
  • (A) is a schematic diagram for demonstrating adjustment of the supply current adjustment part in the generator of the transmission of 2nd embodiment.
  • (B) is a schematic diagram showing a state when the inductance of the winding is set to a value smaller than that of (A). It is a schematic diagram which shows the generator in the transmission of 3rd embodiment.
  • (A) is a schematic diagram which shows the 1st state of the stator shown in FIG.
  • (B) is a schematic diagram which shows the 2nd state of the stator shown in FIG. It is a graph which shows the output current characteristic with respect to the rotational speed of the rotor in the generator shown in FIG.
  • the vehicle increases the voltage output from the generator. Due to the increase in the generated voltage, the generated current of the generator increases. The generated current flows through the winding. The generated current is disturbed by the winding impedance.
  • the impedance can be expressed by the product ⁇ L of the inductance of the generator winding and the angular velocity of rotation. As the engine speed increases, the winding impedance that hinders the generated current increases. Therefore, in a vehicle such as that disclosed in Patent Document 1, if the power generation current of the generator is increased due to an increase in the output torque of the motor, the rotational power of the engine is greatly increased compared to the increase in the power generation current. Therefore, loss tends to increase.
  • the increase in the current output from the generator is not limited to the vehicle as shown in Patent Document 1, and it was thought that the increase was mainly due to the increase in voltage.
  • the voltage increases, for example, by increasing the rotational speed, increasing the magnetic force, or increasing the number of turns of the winding.
  • the current saturates with increasing rotational speed due to the armature reaction.
  • an increase in magnetic force or an increase in the number of turns of the winding causes an increase in size.
  • the magnetic circuit that affects the inductance is the magnetic circuit viewed from the winding. There is a difference between the magnetic circuit seen from the winding and the magnetic circuit that exits the rotor magnet and passes through the winding.
  • the present inventor has made a distinction between a magnetic circuit viewed from the winding and a magnetic circuit that goes out of the rotor magnet and passes through the winding. As a result, the present inventors have found that the inductance can be greatly changed by changing the magnetic resistance of the magnetic circuit as viewed from the winding.
  • the present inventor has obtained the knowledge that, in the transmission, if the current is adjusted by changing the inductance of the generator winding, the linkage between the current and voltage output from the generator can be suppressed. .
  • the transmission of the present invention is an invention completed based on the above-described knowledge. That is, in the transmission of the present invention, the control device controls the supply current adjusting unit.
  • the supply current adjusting unit changes the magnetic resistance of the magnetic circuit passing through the stator core, as viewed from the winding, in accordance with the torque request for the torque output to the rotating mechanism.
  • the supply current adjusting unit changes the inductance of the winding and adjusts the current supplied to the electric load device.
  • the degree of current change with respect to voltage change when changing the magnetic resistance of the magnetic circuit passing through the stator core as seen from the winding is greater than when changing the engine speed.
  • the speed change device of the present invention can adjust the current supplied to the motor while suppressing the linkage between the voltage change and the current change, for example, as compared with the case where the inductance is not changed. That is, the transmission can adjust the output torque of the transmission while suppressing the linkage between the voltage change and the current change. For this reason, the transmission can increase the output torque without excessively increasing the rotational power of the engine. Further, the transmission can increase the output torque of the transmission without excessively increasing the generated voltage. Therefore, the fuel efficiency of the engine is improved. Further, an excessive increase in voltage can be suppressed. Accordingly, a low breakdown voltage switching element can be employed. The on-resistance of the low breakdown voltage switching element is low. Since heat loss is suppressed, high efficiency can be obtained. As a result, engine fuel efficiency is improved.
  • the transmission of the present invention it is possible to expand the torque adjustment range while suppressing a decrease in engine fuel efficiency. Further, the transmission of the present invention can be applied to both an engine having a wide rotational speed range and an engine having a narrow rotational speed range.
  • FIG. 1 is a block diagram showing a schematic configuration of a device on which a transmission device T according to a first embodiment of the present invention is mounted.
  • FIG. 1 shows a vehicle V as an example of a device on which the transmission device T is mounted.
  • the vehicle V includes a transmission device T and a vehicle body D.
  • the vehicle body D of the vehicle V includes an engine 14, wheels Wa, Wb, Wc, and Wd, a request instruction unit A, and an engine control unit EC.
  • the transmission T is connected to drive wheels Wc and Wd among the wheels Wa to Wd.
  • the drive wheels Wc and Wd are connected to the transmission device T via the transmission mechanism G.
  • the engine 14 and the transmission T drive the vehicle V by driving the drive wheels Wc and Wd to rotate.
  • the drive wheels Wc and Wd correspond to an example of a rotational drive mechanism in the vehicle according to the present invention.
  • the rotation drive mechanism corresponds to an example of a rotation mechanism according to the present invention.
  • the engine 14 is an internal combustion engine.
  • the engine 14 burns fuel.
  • the engine 14 outputs mechanical power.
  • the engine 14 has an output shaft C.
  • the output shaft C is, for example, a crank shaft.
  • the engine 14 and the drive wheels Wc and Wd are not connected by mechanical elements.
  • the engine 14 does not directly drive the drive wheels Wc and Wd with the rotational power of the engine 14.
  • the control of the rotational power of the engine 14 is not easily restricted by the operating characteristics of the drive wheels Wc and Wd. Therefore, the degree of freedom in controlling the rotational power of the engine 14 is high.
  • the engine 14 has an engine output adjustment unit 141.
  • the engine output adjustment unit 141 adjusts the rotational power of the engine 14.
  • the engine output adjustment unit 141 includes a throttle valve adjustment mechanism and a fuel injection device (not shown).
  • the throttle valve adjustment mechanism adjusts the amount of air sucked into the engine 14.
  • the fuel injection device supplies fuel to the engine 14.
  • the engine output adjustment unit 141 controls the intake air amount and the fuel injection amount of the engine 14.
  • the engine output adjustment unit 141 adjusts the rotational power output by the engine 14.
  • the engine output adjustment unit 141 increases the intake air amount and the fuel injection amount of the engine 14.
  • the rotational power of the engine 14 increases.
  • the rotational speed of the output shaft C increases.
  • the rotational speed of the output shaft C represents the rotational speed of the engine 14.
  • the engine control unit EC controls the engine output adjustment unit 141.
  • the engine output adjustment unit 141 adjusts the rotational power of the engine 14 according to the control of the engine control unit EC.
  • the transmission device T is a device that transmits the rotational power output from the engine 14 to the drive wheels Wc and Wd as the rotation mechanism.
  • the transmission device T receives supply of rotational power and outputs rotational power.
  • the transmission T is mechanically connected to the engine 14 via the output shaft C of the engine 14 so that rotational power is transmitted from the engine 14.
  • the transmission T is mechanically connected to the drive wheels Wc and Wd via the transmission mechanism G so that the rotational power is transmitted to the drive wheels Wc and Wd.
  • the transmission device T includes a generator 10, a control device 15, a converter 16, an inverter 17, and a motor 18.
  • the transmission T changes the rotational torque and rotational speed output from the engine 14 and supplies them to the drive wheels Wc and Wd. Details of the transmission T will be described later.
  • the request instruction unit A outputs a torque request.
  • the request instruction unit A has an accelerator operator. Specifically, the request instruction unit A is operated by the driver of the vehicle V.
  • the request instruction unit A outputs a request for acceleration of the vehicle V based on the operation and the traveling state of the vehicle V.
  • the acceleration request of the vehicle V corresponds to the torque request output from the transmission T.
  • the output of the vehicle V corresponds to the output of the motor 18.
  • the acceleration request of the vehicle V corresponds to the output torque request of the motor 18.
  • the output torque of the motor 18 corresponds to the current supplied to the motor 18. Therefore, the output torque of the motor 18 corresponds to the current output from the generator 1.
  • the request instructing unit A outputs a torque request for the torque output from the transmission device T as an acceleration request.
  • the torque request for the torque output from the transmission device T corresponds to the current request for the current supplied from the generator 10 to the motor 18.
  • the request instruction unit A outputs a torque request and a speed request. For example, in a situation where acceleration of the vehicle is mainly required, an increase in torque output to the drive wheels Wc and Wd is required. For example, in a situation where an increase in the traveling speed of the vehicle is mainly required, an increase in the rotational speed output to the drive wheels Wc and Wd is required.
  • the request instruction unit A is connected to the engine control unit EC and the transmission device T. Specifically, the request instructing unit A outputs a signal indicating a request to the engine control unit EC and the transmission device T.
  • the engine control unit EC and the transmission device T operate in cooperation.
  • the request instruction unit A may be connected to the transmission device T via the engine control unit EC. In this case, the transmission device T receives a torque request via the engine control unit EC.
  • FIG. 2 is a system configuration diagram illustrating a schematic configuration of the transmission device T illustrated in FIG. 1.
  • the transmission device T includes a generator 10, a control device 15, a converter 16, an inverter 17, and a motor 18.
  • the generator 10 receives rotational power from the engine 14 and supplies current to the motor 18. Regarding power transmission from the engine 14 to the generator 10, the generator 10 is mechanically connected to the engine 14. The generator 10 is connected to the output shaft C of the engine 14. The generator 10 is directly connected to the output shaft C. For example, the generator 10 may be attached to a crankcase (not shown) of the engine 14. Moreover, the generator 10 may be arrange
  • the generator 10 includes a rotor 11, a stator 12, and a supply current adjustment unit 131. The generator 10 is a three-phase brushless generator. The rotor 11 and the stator 12 constitute a three-phase brushless generator.
  • the rotor 11 has a permanent magnet. More specifically, the rotor 11 has a plurality of magnetic pole portions 111 and a back yoke portion 112.
  • the magnetic pole part 111 is comprised with the permanent magnet.
  • the back yoke portion 112 is made of, for example, a ferromagnetic material.
  • the magnetic pole portion 111 is disposed between the back yoke portion 112 and the stator 12.
  • the magnetic pole portion 111 is attached to the back yoke portion 112.
  • the plurality of magnetic pole portions 111 are arranged in a line in the circumferential direction Z around the rotation axis of the rotor 11, that is, in the rotation direction of the rotor 11.
  • the plurality of magnetic pole portions 111 are arranged such that the N pole and the S pole are alternately arranged in the circumferential direction Z.
  • the generator 10 is a permanent magnet type three-phase brushless generator.
  • the rotor 11 is not provided with a winding to which current is supplied.
  • the stator 12 is disposed to face the rotor 11.
  • the stator 12 has a plurality of windings 121 and a stator core 122.
  • the stator core 122 is made of, for example, a ferromagnetic material.
  • the stator core 122 constitutes a magnetic circuit of the stator 12.
  • the plurality of windings 121 are wound around the stator core 122.
  • the stator core 122 has a core body 122a (see FIG. 3) and a plurality of tooth portions 122b.
  • the core body 122a functions as a yoke.
  • the plurality of tooth portions 122 b extend from the core body 122 a toward the rotor 11.
  • the plurality of tooth portions 122 b protrude from the core body 122 a toward the rotor 11.
  • the front end surface of the tooth portion 122b extending toward the rotor 11 and the magnetic pole portion 111 of the rotor 11 face each other through an air gap.
  • the tooth part 122b of the stator core 122 and the magnetic pole part 111 of the rotor 11 face each other directly.
  • the plurality of tooth portions 122b are arranged in a line in the circumferential direction Z with an interval in the circumferential direction Z.
  • the plurality of windings 121 are wound around the plurality of tooth portions 122b, respectively.
  • the winding 121 is wound so as to pass through a slot between the plurality of tooth portions 122b.
  • Each winding 121 corresponds to any one of the U phase, V phase, and W phase constituting the three phases.
  • the windings 121 corresponding to each of the U phase, the V phase, and the W phase are sequentially arranged in the circum
  • the rotor 11 is connected to the output shaft C of the engine 14.
  • the rotor 11 rotates in conjunction with the rotation of the output shaft C.
  • the rotor 11 rotates the magnetic pole portion 111 in a posture facing the tooth portion 122b of the stator core 122.
  • the generator 10 generates power.
  • the generator 10 supplies the generated current to the motor 18.
  • the current output from the generator 10 is supplied to the motor 18.
  • the current output from the generator 10 is supplied to the motor 18 via the converter 16 and the inverter 17.
  • the current output from the generator 10 increases, the current supplied from the converter 16 to the inverter 17 increases and the current supplied to the motor 18 increases.
  • the voltage output from the generator 10 is supplied to the motor 18 via the converter 16 and the inverter 17.
  • the rotor 11 and the stator 12 have an axial gap type structure.
  • the rotor 11 and the stator 12 are opposed to each other in the rotation axis direction (axial direction) X of the rotor 11.
  • the plurality of tooth portions 122b included in the stator 12 protrude in the axial direction X from the core body 122a.
  • the axial direction X in the present embodiment is a direction in which the rotor 11 and the stator 12 face each other.
  • the supply current adjustment unit 131 adjusts the current supplied from the generator 10 to the motor 18.
  • the supply current adjustment unit 131 adjusts the current supplied to the motor 18 by changing the inductance of the winding 121.
  • the supply current adjustment unit 131 changes the magnetic resistance of the magnetic circuit viewed from the winding 121.
  • the magnetic circuit viewed from the winding 121 is a magnetic circuit passing through the stator core 122. As a result, the supply current adjusting unit 131 changes the inductance of the winding 121.
  • the supply current adjustment unit 131 is a current adjustment mechanism.
  • the magnetic circuit viewed from the winding 121 is, for example, a closed loop circuit.
  • the magnetic circuit viewed from the winding 121 passes through the internal path of the winding 121 and ends from one end of the internal path of the winding 121 (end close to the rotor) to one end of the internal path of the adjacent winding 121 ( End of the winding 121), through the internal path of the adjacent winding 121, and from the other end (end far from the rotor) of the internal path of the adjacent winding 121 to the internal path of the winding 121.
  • This is a circuit that reaches the other end (the end far from the rotor).
  • the internal path of the winding 121 is a path that passes through the inside of the winding 121 in the opposing direction of the rotor 11 and the stator 12.
  • a part of the magnetic circuit viewed from the winding 121 is a non-magnetic gap such as an air gap.
  • the magnetic circuit viewed from the winding includes, for example, a stator core 122 and a nonmagnetic gap. Details of the inductance adjustment by the supply current adjustment unit 131 will be described later.
  • a converter 16 and an inverter 17 are provided in the power supply path between the generator 10 and the motor 18.
  • the converter 16 is connected to the generator 10.
  • the inverter 17 is connected to the converter 16 and the motor 18.
  • the electric power output from the generator 10 is supplied to the motor 18 via the converter 16 and the inverter 17.
  • the converter 16 rectifies the current output from the generator 10.
  • the converter 16 converts the three-phase alternating current output from the generator 10 into direct current.
  • Converter 16 outputs direct current.
  • the converter 16 has an inverter circuit, for example.
  • the converter 16 has, for example, a three-phase bridge inverter circuit.
  • the three-phase bridge inverter circuit includes switching elements Sa corresponding to the three phases.
  • the on / off operation of the switching element Sa is controlled based on a signal from a position sensor (not shown) that detects the rotational position of the rotor 11.
  • the operation of the converter 16 is controlled by the control device 15.
  • the converter 16 changes the timing of the on / off operation of the switching element Sa with respect to a predetermined phase angle in a three-phase alternating current.
  • converter 16 can adjust the current supplied to motor 18.
  • the converter 16 can adjust the power supplied to the motor 18.
  • the adjustment by the converter 16 is mainly to limit the current generated in the generator 10.
  • the adjustment by the converter 16 is different from the current control by changing the inductance of the generator 10. In the following description, the description is continued on the assumption that the current limitation by the converter 16 is minimized.
  • the converter 16 may be formed of a bridge circuit formed of a diode. That is, the converter 16 may be configured by a rectifier. In this case, the converter 16 performs only rectification without controlling the current.
  • the motor 18 is operated by electric power supplied from the generator 10.
  • the motor 18 rotationally drives the drive wheels Wc and Wd.
  • the motor 18 causes the vehicle V to travel.
  • the motor 18 is not mechanically connected to the generator 10.
  • the motor 18 is, for example, a three-phase brushless motor.
  • the motor 18 includes a rotor 181 and a stator 182.
  • the structure of the rotor 181 and the stator 182 in the motor 18 of the present embodiment is the same as that of the rotor 11 and the stator 12 of the generator 10.
  • the generator 10 and the motor 18 are electrically connected. For this reason, mechanical power transmission between the generator 10 and the motor 18 is unnecessary. Therefore, the freedom degree of arrangement
  • positioning of the generator 10 and the motor 18 is high.
  • the generator 14 may be provided in the engine 14 and the motor 18 may be disposed in the vicinity of the drive wheels Wc and Wd as the rotation mechanism.
  • the motor 18 may have a rotor and a stator having a configuration different from that of the generator 10.
  • the motor 18 may have a different number of magnetic poles or a different number of teeth than the generator 10.
  • an induction motor or a stepping motor may be employed.
  • a DC motor provided with a brush may be employed.
  • the motor 18 is mechanically connected to the drive wheels Wc and Wd so that rotational power is transmitted to the drive wheels Wc and Wd.
  • the motor 18 is mechanically connected to the drive wheels Wc and Wd via the transmission mechanism G.
  • the rotor 181 of the motor 18 is connected to the transmission mechanism G.
  • a portion of the rotor 181 connected to the transmission mechanism G functions as a rotation output unit of the transmission device T.
  • the output of the motor 18 is the output of the transmission T.
  • the request for the output of the transmission T that is, the request for the output of the motor 18 varies depending on the situation in which the vehicle V travels. For example, when the vehicle V is traveling on a flat ground at a constant speed, the traveling speed may be required to be gradually increased.
  • the increase amount of the output torque required for the motor 18 is relatively small.
  • the motor 18 is rotating at a constant speed, an induced electromotive voltage corresponding to the rotation speed is generated in the motor 18.
  • the induced electromotive voltage is generated so as to prevent a current supplied to the motor 18 to drive the motor 18. Therefore, the current supplied to the motor 18 is relatively small.
  • the traveling speed is required to be increased gradually, an increase in the voltage supplied to the motor 18 is required.
  • the vehicle V needs to be accelerated rapidly or run uphill.
  • the amount of increase in output torque required for the motor 18 is relatively large. In this case, the increase amount of the current supplied to the motor 18 is large.
  • the inverter 17 supplies a current for driving the motor 18 to the motor 18. Direct current is supplied to the inverter 17 from the converter 16.
  • the inverter 17 converts the direct current output from the converter 16 into a three-phase current whose phases are shifted from each other by 120 degrees.
  • the three-phase current corresponds to the three-phase brushless motor.
  • the inverter 17 has an inverter circuit, for example.
  • the inverter 17 has, for example, a three-phase bridge inverter circuit.
  • the three-phase bridge inverter circuit includes switching elements Sb corresponding to the three phases. The switching element Sb is controlled based on a signal from a position sensor (not shown) that detects the rotational position of the rotor 181.
  • the inverter 17 controls the voltage supplied to the motor 18 by adjusting the on / off operation of the switching element Sb. For example, the inverter 17 turns on the switching element Sb with a pulse width modulated signal.
  • the control device 15 adjusts the ON / OFF duty ratio. Thereby, the control device 15 controls the voltage supplied to the motor 18 to an arbitrary value. Thereby, the inverter 17 can adjust the power supplied to the motor 18.
  • Each of the inverter 17 and the converter 16 corresponds to an example of a motor power control unit referred to in the present invention.
  • Control device 15 controls inverter 17. Thereby, the control device 15 can control the voltage supplied to the motor 18 independently of the control of the output of the generator 10. For example, even when the engine 14 and the generator 10 are operating, the control device 15 can stop the motor 18 by stopping the voltage supply to the motor 18. The degree of freedom in controlling the output of the transmission device T is increased.
  • the adjustment by the inverter 17 is different from the current control by changing the inductance of the generator 10.
  • the adjustment by the inverter 17 is performed so as to limit the voltage supplied from the generator 10. In the following description, the description will be continued on the assumption that the current limit by the inverter 17 is fixed to a minimum.
  • the inverter 17 can also be included in the motor 18. Further, when a DC motor is employed as the motor 18, the inverter 17 is omitted.
  • the control device 15 controls the torque output from the transmission device T in response to a torque request for the torque output to the drive wheels Wc and Wd.
  • both the control device 15 and the engine control unit EC receive a torque request.
  • the control device 15 operates in cooperation with the engine control unit EC. Specifically, both the control device 15 and the engine control unit EC receive a signal indicating a torque request from the request instruction unit A.
  • the control device 15 and the engine control unit EC communicate with each other.
  • the control device 15 controls the torque output from the motor 18. Specifically, the control device 15 controls the current supplied from the generator 10 to the motor 18.
  • the control device 15 performs control so as to increase the current supplied to the motor 18 when an increase in torque is required.
  • the control device 15 is connected to the supply current adjustment unit 131 of the generator 10.
  • the control device 15 controls the supply current adjusting unit 131 in accordance with the torque request output from the request instructing unit A. Further, the control device 15 controls the converter 16 and the inverter 17.
  • the control device 15 includes a torque request receiving unit 151 and an adjustment control unit 152.
  • the control device 15 is composed of a microcontroller.
  • the control device 15 includes a central processing unit (not shown) and a storage device (not shown).
  • the central processing unit performs arithmetic processing based on a control program.
  • the storage device stores data relating to programs and operations.
  • the torque request receiving unit 151 and the adjustment control unit 152 are configured by the central processing unit executing a program.
  • the torque request receiving unit 151 receives a torque request. Torque request accepting portion 151 receives a torque request from request instructing portion A.
  • the adjustment control unit 152 controls the supply current adjustment unit 131. Accordingly, the supply current adjustment unit 131 controls the current supplied to the motor 18.
  • the adjustment control unit 152 increases the current supplied to the motor 18 when the torque request received by the torque request receiving unit 151 is a request to increase the torque output from the transmission T to the drive wheels Wc and Wd. Control as follows. That is, the adjustment control unit 152 performs control so that the current supplied to the motor 18 is increased when the output power of the motor 18 is increased.
  • FIGS. 3A and 3B are schematic diagrams for explaining adjustment of the supply current adjusting unit 131 in the generator 10 shown in FIG. 2.
  • FIG. 3A shows a state in which the inductance of the winding 121 is set to the largest value within a settable value range.
  • FIG. 3B shows a state when the inductance of the winding 121 is set to a value smaller than that in FIG.
  • FIG. 3A shows a part of the rotor 11 and the stator 12 provided in the generator 10.
  • the generator 10 of this embodiment is comprised by the SPM (Surface Permanent Magnet) generator.
  • the rotor 11 and the stator 12 are opposed to each other. More specifically, the magnetic pole portion 111 of the rotor 11 and the tooth portion 122b of the stator core 122 of the stator 12 face each other with an air gap interposed therebetween. The magnetic pole portion 111 is exposed toward the stator 12.
  • the supply current adjustment unit 131 changes the magnetic resistance of the magnetic circuit F ⁇ b> 2 passing through the stator core 122 as viewed from the winding 121. As a result, the supply current adjustment unit 131 changes the inductance of the winding 121 and adjusts the current supplied to the motor 18. Specifically, the supply current adjustment unit 131 moves the relative position of the stator core 122 with respect to the winding 121. As a result, the supply current adjusting unit 131 changes the magnetic resistance of the magnetic circuit passing through the stator core 122 as viewed from the winding 121.
  • Winding 121 is fixed to a housing (not shown) of generator 10.
  • the stator core 122 is supported by the housing so as to be movable in the axial direction X with respect to the winding 121.
  • Winding 121 is not fixed to tooth part 122b.
  • a gap is provided between the cylindrical winding 121 and the tooth portion 122b.
  • the clearance is a clearance that allows the tooth portion 122b to move with respect to
  • the supply current adjusting unit 131 moves the stator core 122 so that the tooth portion 122b moves in the direction of entering and exiting the winding 121 wound in a cylindrical shape.
  • the supply current adjustment unit 131 moves the stator core 122 in the axial direction X.
  • the control device 15 operates the supply current adjusting unit 131 in response to the torque request.
  • the supply current adjusting unit 131 is schematically shown by a pinion rack mechanism and a motor in order to easily understand the movement of the stator core 122.
  • a mechanism other than that shown in the figure can be employed as the supply current adjusting unit 131 that moves the stator core 122.
  • a mechanism having a cylindrical member arranged concentrically with the stator core and screw-engaged with the stator core can be employed.
  • the stator core moves in the axial direction X.
  • the supply current adjusting unit 131 moves the relative position of the stator core 122 with respect to the winding 121 so as to maintain the relative position of the stator core 122 with respect to the rotor 11.
  • a broken line Q in FIG. 3 represents that the rotor 11 moves in conjunction with the stator core 122 in the axial direction X.
  • the structure for maintaining the relative position between the rotor 11 and the stator core 122 is formed by, for example, a bearing portion 113 that rotatably supports the rotor 11.
  • the position of the bearing portion 113 is fixed with respect to the stator core 122.
  • FIG. 3A and 3B show a main magnetic flux F1 generated by the magnetic pole portion 111.
  • FIG. A line of the magnetic flux F1 represents a main magnetic circuit through which the magnetic flux F1 generated in the magnetic pole portion 111 passes. Therefore, the magnetic circuit through which the magnetic flux F1 passes is referred to as a magnetic circuit F1.
  • the main magnetic flux F1 generated by the magnetic pole part 111 flows through the magnetic pole part 111, the air gap between the magnetic pole part 111 and the tooth part 122b, the tooth part 122b, the core body 122a, and the back yoke part 112.
  • the magnetic circuit F1 is configured by the magnetic pole part 111, the air gap between the magnetic pole part 111 and the tooth part 122b, the tooth part 122b, the core body 122a, and the back yoke part 112.
  • 2A and 2B show three tooth portions 122b among the plurality of tooth portions 122b arranged in the circumferential direction.
  • the figure shows a state in which the magnetic pole portion 111 faces the central tooth portion 122b of the three tooth portions 122b.
  • the amount of magnetic flux generated by the magnetic pole portion 111 and interlinked with the winding 121 changes.
  • an induced electromotive voltage is generated in the winding 121. That is, power generation is performed.
  • the induced electromotive voltage generated in the winding 121 depends on the amount of magnetic flux interlinking with the winding 121.
  • the amount of magnetic flux interlinking with the winding 121 is smaller as the magnetic resistance of the magnetic circuit F1 is larger.
  • the magnetic resistance of the magnetic circuit F1 mainly depends on the magnetic resistance of the air gap between the tooth part 122b and the magnetic pole part 111.
  • the magnetic resistance of the air gap between the tooth part 122b and the magnetic pole part 111 depends on the air gap length L1 between the tooth part 122b and the magnetic pole part 111. Therefore, the induced electromotive voltage generated in the winding 121 depends on the air gap length L1 between the tooth portion 122b and the magnetic pole portion 111.
  • FIG. 3A and 3B show a main magnetic flux F2 generated by a current flowing through the winding 121.
  • FIG. When power generation is performed, a current due to the induced electromotive voltage flows through the winding 121.
  • the magnetic flux F2 is generated by a current flowing through the winding 121 when power generation is performed.
  • the line of the magnetic flux F2 represents the main magnetic circuit through which the magnetic flux F2 generated by the current of the winding 121 passes. Therefore, the magnetic circuit through which the magnetic flux F2 passes is referred to as a magnetic circuit F2.
  • the magnetic circuit F ⁇ b> 2 is a magnetic circuit viewed from the winding 121.
  • the magnetic circuit F2 viewed from the winding 121 is configured by a path that passes through the inside of the winding 121 and minimizes the entire magnetic resistance of the magnetic circuit F2.
  • the magnetic circuit F2 passes through the stator core 122.
  • the magnetic circuit F2 passes through the adjacent tooth portions 122b.
  • three tooth portions 122b among the plurality of tooth portions 122b arranged in the circumferential direction are shown.
  • winding 121 wound around the center tooth part 122b among the three tooth parts 122b is shown as a representative.
  • a magnetic circuit F2 viewed from a certain winding 121 passes through a tooth portion 122b wound by the winding 121 and two tooth portions 122b adjacent to the tooth portion 122b.
  • the main magnetic flux F2 generated by the current in the winding 121 passes through the air gap between the tooth portion 122b, the core body 122a, and two adjacent tooth portions 122b. That is, the magnetic circuit F2 is configured by the air gap between the tooth portion 122b, the core main body 122a, and the adjacent tooth portion 122b.
  • the magnetic circuit F2 passing through the stator core 122 includes one air gap.
  • the part constituted by the air gap in the magnetic circuit F2 is indicated by a thick line.
  • a thick line portion constituted by an air gap is simply referred to as an air gap F2a.
  • the air gap F ⁇ b> 2 a is between the winding 121 and the rotor 11.
  • the air gap F2a constituting the magnetic circuit F2 is between the winding 121 and the rotor 11 and between the adjacent tooth portions 122b.
  • the air gap F2a is a nonmagnetic material gap.
  • the magnetic circuit F2 in the air gap F2a is provided so as to connect portions of the two adjacent tooth portions 122b facing the rotor 11 to each other.
  • the magnetic circuit F2 viewed from the winding 121 is configured by an air gap F2a between two adjacent tooth portions 122b.
  • the magnetic circuit F ⁇ b> 2 is not substantially constituted by the back yoke portion 112 of the rotor 11. Most of the magnetic flux F2 generated by the current of the winding 121 does not pass through the back yoke portion 112 of the rotor 11 and passes through the air gap between the two adjacent tooth portions 122b for the following reason.
  • the magnetic pole portion 111 is simply regarded as a magnetic flux path.
  • the magnetic pole part 111 is comprised with the permanent magnet whose magnetic permeability is as low as air. Therefore, the magnetic pole part 111 can be regarded as equivalent to air in the magnetic circuit F2. Since the magnetic pole part 111 is equivalent to air, the substantial air gap length between the stator 12 and the rotor 11 is the distance L11 from the tooth part 122b to the back yoke part 112. The distance L11 from the tooth part 122b to the back yoke part 112 includes the thickness of the magnetic pole part 111 in the axial direction X.
  • the distance L11 is longer than the distance L1 from the tooth part 122b to the magnetic pole part 111.
  • the amount of magnetic flux F2 generated by the current of the winding 121 is smaller than the amount of magnetic flux generated by the permanent magnet of the magnetic pole portion 111.
  • Most of the magnetic flux F2 generated by the current of the winding 121 is difficult to reach the back yoke portion 112 across the air gap length L11. Accordingly, the magnetic flux passing through the back yoke portion 112 is small in the magnetic flux F2 generated by the current of the winding 121.
  • the inductance of the winding 121 is set to the largest value within a settable value range.
  • the air gap F2a constituting the magnetic circuit F2 has the largest magnetoresistance among the elements constituting the magnetic circuit F2.
  • the air gap F2a has a larger magnetic resistance than the remaining portion F2b of the air gap F2a in the magnetic circuit F2.
  • the ratio of the magnetic flux component passing through the air gap between the tooth portion 122b and the tooth portion 122b to the magnetic flux component passing through the back yoke portion 112 of the rotor 11 is the magnetic flux F1 generated by the magnetic pole portion 111. Larger than the proportion.
  • the inductance of the winding 121 depends on the magnetic resistance viewed from the winding 121.
  • the inductance of the winding 121 is inversely proportional to the magnetic resistance viewed from the winding 121.
  • the magnetic resistance viewed from the winding 121 is the magnetic resistance of the magnetic circuit F2 through which the magnetic flux F2 generated by the current of the winding 121 flows.
  • the magnetic resistance of the stator core 122 viewed from the winding 121 includes the magnetic resistance of the air gap F2a between the two adjacent tooth portions 122b. Strictly speaking, the magnetic flux F ⁇ b> 2 generated by the current in the winding 121 passes through both the stator 12 and the rotor 11.
  • the magnetic resistance viewed from the winding 121 is more dependent on the magnetic resistance of the magnetic circuit F2 passing through the stator 12 than the magnetic resistance of the magnetic circuit F1 passing through the rotor 11. That is, the inductance of the winding 121 is more strongly dependent on the magnetic resistance of the magnetic circuit F2 passing through the stator core 122 as viewed from the winding 121 than the magnetic resistance of the magnetic circuit F1 passing through the rotor 11 as viewed from the winding 121. To do. Therefore, the inductance of the winding 121 substantially depends on the magnetic resistance of the magnetic circuit F ⁇ b> 2 passing through the stator core 122 as viewed from the winding 121.
  • the supply current adjustment unit 131 moves the relative position of the stator core 122 with respect to the winding 121. As a result, the supply current adjustment unit 131 changes the magnetic resistance of the magnetic circuit F ⁇ b> 2 passing through the stator core 122 as viewed from the winding 121. As a result, the supply current adjusting unit 131 changes the inductance of the winding 121. For example, when the supply current adjusting unit 131 moves the stator core 122 in the direction of the arrow X1, the tooth portion 122b of the stator core 122 moves in a direction to come out of the winding 121 wound in a cylindrical shape. FIG. 2B shows a state having a smaller inductance than the state of FIG.
  • the tooth portion 122b of the stator core 122 When the tooth portion 122b of the stator core 122 is removed from the winding 121, the amount of the stator core 122 existing in the winding 121 is reduced. As a result, the magnetic flux in the winding 121 is expanded. From the viewpoint of the magnetic circuit F2 viewed from the winding 121, the length of the air gap F2a constituting the magnetic circuit F2 is increased. Therefore, the magnetic resistance of the air gap F2a between the winding 121 and the rotor 11 increases. That is, the magnetic resistance of the air gap F2a having the largest magnetic resistance increases. As a result, the magnetic resistance of the magnetic circuit F2 passing through the stator core 122 as seen from the winding 121 increases. As a result, the inductance of the winding 121 is reduced.
  • the supply current adjusting unit 131 changes the magnetic resistance of the air gap F2a having the largest magnetic resistance. As a result, the supply current adjusting unit 131 changes the magnetic resistance of the magnetic circuit F2 passing through the adjacent tooth portion 122b. Therefore, for example, the inductance of the winding 121 is likely to change greatly compared to the case where the magnetic resistance of the portion other than the air gap F2a is changed.
  • the supply current adjusting unit 131 changes the inductance of the winding 121 so that the rate of change of the inductance of the winding 121 is larger than the rate of change of the magnetic flux interlinking with the winding 121. As a result, the supply current adjustment unit 131 adjusts the current.
  • the supply current adjustment unit 131 of the generator 10 of the present embodiment moves the relative position of the stator core 122 with respect to the winding 121 so as to maintain the relative position of the stator core 122 with respect to the rotor 11.
  • the supply current adjusting unit 131 moves the stator core 122 in the direction of the arrow X1
  • the rotor 11 also moves in the direction of the arrow X1 in conjunction with it.
  • FIG. 4 is a circuit diagram schematically showing an equivalent circuit of the winding 121 of the generator 10 shown in FIG.
  • the circuit is simplified in order to explain the outline of changes in voltage and current generated by the generator 10. Further, the converter 16 and the inverter 17 are also omitted, assuming that the state is fixed.
  • the winding 121 electrically includes an AC voltage source 121A, an inductor 121B, and a resistor 121C.
  • the induced electromotive voltage E output from the AC voltage source 121 ⁇ / b> A mainly depends on the magnetic flux ⁇ interlinked with the winding 121. That is, the induced electromotive voltage E depends on the product of the magnetic flux F1 and the rotational speed ⁇ of the rotor 11.
  • the inductance L of the inductor 121B mainly depends on the magnetic resistance of the stator core 122 as viewed from the winding 121.
  • the resistance value R of the resistor 121C is a winding resistance.
  • the impedance Zg of the winding 121 is roughly as follows: (( ⁇ L) 2 + R 2 ) 1/2 It is represented by
  • the supply current adjustment unit 131 moves the relative position of the stator core 122 with respect to the winding 121 in response to a current request.
  • the supply current adjusting unit 131 changes the magnetic resistance of the magnetic circuit F ⁇ b> 2 passing through the stator core 122 as viewed from the winding 121.
  • the supply current adjusting unit 131 changes the inductance L of the winding 121.
  • the impedance Zg is changed by changing the inductance L.
  • the current I supplied from the generator 10 is adjusted.
  • the supply current adjustment unit 131 changes the inductance of the winding 121 so that the change rate of the magnetic flux ⁇ interlinking with the winding 121 is smaller than the change rate of the inductance L of the winding 121. Accordingly, the supply current adjustment unit 131 adjusts the current I. Therefore, the current is adjusted so that the amount of change in the induced electromotive voltage E is suppressed.
  • the engine output adjustment unit 141 changes the rotation speed ⁇ of the rotor 11 by changing the rotation speed of the engine 14 and adjusts the voltage supplied to the motor 18.
  • the output (rotational power) of the engine 14 mainly changes the rotational speed of the output shaft C, that is, the rotational speed ⁇ of the rotor 11.
  • the rotational speed ⁇ of the rotor 11 affects both the induced electromotive voltage E of the winding 121 and the impedance (( ⁇ L) 2 + R 2 ) 1/2 .
  • the linkage between the supply voltage and the supply current is high.
  • the relative position of the stator core 122 with respect to the winding 121 is moved according to the torque request corresponding to the current request, and the magnetic resistance of the magnetic circuit F ⁇ b> 2 passing through the stator core 122 as viewed from the winding 121. change.
  • the inductance of the winding 121 changes.
  • the degree of the current change with respect to the voltage change when changing the magnetic resistance of the magnetic circuit F2 viewed from the winding 121 is different from the case of changing the rotation speed ⁇ of the rotor 11.
  • the generator 10 of the present embodiment suppresses the interlocking between the voltage change and the current change while suppressing the interlocking between the voltage change and the current change, compared with the case where the engine output adjusting unit 141 only changes the rotation speed of the output shaft C of the engine 14, for example.
  • the current supplied to 18 can be adjusted.
  • the movement of the relative position of the stator core 122 with respect to the winding 121 changes the magnetic resistance of the magnetic circuit F ⁇ b> 2 passing through the stator core 122 as viewed from the winding 121.
  • the inductance L of the winding 121 changes and the current is adjusted.
  • the inductance L since the inductance L is changed by changing the magnetic resistance of the stator core 122 as viewed from the winding 121, the inductance L can be gradually changed.
  • the winding is required to use a thick wire to cope with an excessive current change. Therefore, the efficiency is reduced in the method of changing the substantial number of windings.
  • the generator becomes larger.
  • the inductance L of the winding 121 changes as the magnetic resistance of the stator core 122 changes. For this reason, the inductance L of the winding 121 can be gradually changed. As a result, a rapid increase in voltage generated in the winding 121 is suppressed. Accordingly, it is possible to connect a low breakdown voltage component to the generator 10. For this reason, efficiency is high. Moreover, it is not necessary to provide a switching element for current switching. Moreover, a comparatively thin wire can be used for the winding. The increase in size of the generator 10 can be suppressed.
  • FIG. 5 is a flowchart for explaining the operation of the transmission T.
  • the rotational power output from the transmission T to the drive wheels Wc and Wd is controlled by both the engine 14 and the transmission T.
  • the rotational power is controlled by the control device 15 and the engine control unit EC.
  • the control device 15 and the engine control unit EC cooperate. Therefore, in the following, the operation of the transmission T will be described together with the operation of the engine 14.
  • the control device 15 of the transmission T controls the current and voltage supplied to the motor 18.
  • the control device 15 repeats the control process shown in FIG.
  • the torque request receiving unit 151 and the engine control unit EC of the control device 15 receive a request for rotational power (S11).
  • the torque request receiving unit 151 receives a torque request.
  • the torque request represents a request for torque output from the transmission T.
  • the torque request receiving unit 151 receives the operation amount of the request instructing unit A.
  • the torque request reception unit 151 obtains a torque request based on the operation amount of the request instruction unit A. Specifically, the torque request receiving unit 151 obtains a torque request based on the operation amount of the request instructing unit A, the traveling state of the vehicle V, the setting of the fuel consumption target, and the setting of the followability to the operation.
  • the torque request receiving unit 151 obtains requests for both the torque request and the rotation speed request.
  • the adjustment control unit 152 and the engine control unit EC of the control device 15 control the rotational power based on the received request (S12).
  • the adjustment control unit 152 and the engine control unit EC control the supply current adjustment unit 131 and the engine output adjustment unit 141, respectively, according to the accepted request (S12).
  • the adjustment control unit 152 controls the torque output from the transmission device T based on the request received by the torque request receiving unit 151.
  • the adjustment control unit 152 controls the torque output from the transmission device T when an increase in torque is required.
  • the adjustment control unit 152 performs control to increase the torque output from the transmission device T when an increase in torque is required.
  • the adjustment control unit 152 controls the torque and rotational speed output from the transmission device T.
  • the adjustment control unit 152 controls the torque and rotation speed output from the transmission device T in cooperation with the engine control unit EC.
  • the adjustment control unit 152 and the engine control unit EC control the adjustment amount by the supply current adjustment unit 131 and the adjustment amount by the engine output adjustment unit 141.
  • the adjustment control unit 152 and the engine control unit EC control the distribution of the adjustment amount by the supply current adjustment unit 131 and the adjustment amount by the engine output adjustment unit 141.
  • the adjustment control unit 152 controls the distribution of the torque increase amount and the rotation speed increase amount output from the transmission T.
  • a typical example of control with a large torque increase amount and a typical example of control with a large rotation speed increase amount will be described.
  • a typical example of control with a large torque increase amount is referred to as torque control.
  • a typical example of control with a large increase in rotational speed is referred to as speed control.
  • the adjustment control unit 152 and the engine control unit EC perform any one of torque control, speed control, and control in which torque control and speed control are mixed according to the received request.
  • the engine control unit EC increases the rotational power of the engine 14. Specifically, the engine control unit EC causes the engine output adjustment unit 141 to increase the intake air amount and the fuel injection amount of the engine 14. As the power of the engine 14 increases, the rotational speed of the engine 14, that is, the rotational speed ⁇ of the rotor 11 of the generator 10 increases. In the speed control, the control device 15 does not cause the supply current adjustment unit 131 to perform adjustment to reduce the inductance L of the winding 121. As shown in FIG. 3, the supply current adjusting unit 131 maintains a state in which the teeth 122 b of the stator core 122 are completely contained in the cylindrical winding 121.
  • the induced electromotive voltage E of the AC voltage source 121A shown in FIG. 4 increases.
  • the induced electromotive voltage E is substantially proportional to the rotational speed ⁇ .
  • the control device 15 causes the supply current adjustment unit 131 to adjust the position of the stator core 122 so that the inductance L of the winding 121 decreases.
  • the supply current adjusting unit 131 adjusts the position of the stator core 122 so that the magnetic resistance of the stator core 122 as viewed from the winding 121 is increased.
  • the supply current adjusting unit 131 moves the stator core 122 in the direction in which the tooth portion 122b of the stator core 122 is removed from the cylindrical winding 121 shown in FIG. As a result, the inductance L of the winding 121 decreases.
  • the control device 15 causes the supply current adjustment unit 131 to adjust the magnetic resistance of the magnetic circuit F2 viewed from the winding 121 in response to the torque request.
  • the control device 15 causes the supply current adjusting unit 131 to adjust the magnetic resistance of the magnetic circuit F2 as viewed from the winding 121 in response to a current request corresponding to the torque request.
  • the supply current adjustment unit 131 changes the inductance of the winding 121.
  • the electric current supplied to the motor 18 as an electric load device can be controlled.
  • the control device 15 causes the supply current adjusting unit 131 to increase the magnetic resistance of the magnetic circuit F2 as viewed from the winding 121 in response to a request for torque increase.
  • the control device 15 causes the supply current adjusting unit 131 to increase the magnetic resistance of the magnetic circuit F2 as viewed from the winding 121 in response to a request for increasing the current corresponding to the request for increasing the torque.
  • the supply current adjustment unit 131 decreases the inductance of the winding 121. Thereby, the electric current supplied to the motor 18 as an electric load device can be increased.
  • the supply current adjusting unit 131 changes the inductance of the winding 121 by changing the magnetic resistance of the air gap F2a between the winding 121 and the rotor 11.
  • An alternating magnetic field is generated between the winding 121 and the rotor 11 by the magnetic pole portion 111 that moves as the rotor 11 rotates.
  • the loss for the alternating magnetic field is reduced.
  • the iron loss in the magnetic circuit F2 passing through the air gap F2a is reduced. Since the loss is reduced, a larger current can be output. Therefore, the adjustment amount of the current supplied to the motor 18 as the electric load device can be increased.
  • the engine control unit EC causes the engine output adjustment unit 141 (FIG. 2) to increase the rotational power of the engine 14. Specifically, the engine control unit EC causes the engine output adjustment unit 141 to increase the intake air amount and the fuel injection amount of the engine 14.
  • the rotational speed of the engine 14 increases.
  • the rotational speed ⁇ increases.
  • the induced electromotive voltage E of the AC voltage source 121A increases.
  • the induced electromotive voltage E is substantially proportional to the rotational speed ⁇ .
  • the current output from the generator 10 increases. That is, the current supplied to the motor 18 increases. As a result, the torque of the motor 18 increases.
  • the control device 15 and the engine control unit EC perform control using, for example, a map in which the inductance, the rotation speed of the rotor 11 and the output current are stored in association with each other.
  • the map is obtained based on the following relationships (i) and (ii), for example.
  • the relationship (i) is a relationship between the rotational speed of the engine 14 and the input current of the motor 18.
  • the relationship (ii) is a relationship between the torque of the motor 18 and the rotation speed.
  • the relationship (i) is specified or set based on, for example, measurement or simulation of a generator performed in advance for a plurality of inductance L conditions.
  • the relationship (i) includes, for example, the relationship between the rotational speed of the generator 10 and the output current as shown in FIG.
  • the relationship (i) includes the influence of the operations of the converter 16 and the inverter 17.
  • the relationship (ii) is specified or set based on, for example, a result of motor measurement or simulation performed in advance.
  • the control device 15 determines the input current of the motor 18 corresponding to the torque required for the transmission T as a target.
  • the control device 15 controls the supply current adjusting unit 131 so as to obtain an inductance L that can supply a target current at the lowest rotation speed of the generator 10.
  • the engine control unit EC operates the engine 14 at a rotation speed at which a target current can be supplied under the condition of the inductance L obtained by the control device 15.
  • the control device 15 and the engine control unit EC may be configured to control the supply current adjustment unit 131 without using a map.
  • the control device 15 and the engine control unit EC may perform control based on the result of calculating an expression.
  • the control device 15 and the engine control unit EC are configured to control the supply current adjustment unit 131 and the engine output adjustment unit 141 in cooperation with each other.
  • the control device 15 transmits information on the rotational speed necessary for the engine control unit EC.
  • the entire period in which the inductance of the winding 121 is decreased by the supply current adjusting unit 131 and the entire period in which the rotational power of the engine 14 is increased by the engine output adjusting unit 141 may have overlapping portions. preferable.
  • the period during which the inductance of the winding 121 is reduced by the supply current adjusting unit 131 and the period during which the rotational power of the engine 14 is increased by the engine output adjusting unit 141 may have an overlapping portion. preferable.
  • the rotational power of the output shaft C of the engine 14 increases due to the adjustment by the engine output adjustment unit 141. Accordingly, the rotational speed ⁇ of the rotor 11 of the generator 10 increases.
  • the inductance L of the winding 121 is reduced by the adjustment of the supply current adjustment unit 131. Therefore, an increase in impedance Zg of winding 121 depending on the product of rotational speed ⁇ and inductance L is suppressed. As a result, the amount of increase in the current output from the generator 10 is larger than when there is no decrease in the inductance L of the winding 121, for example.
  • the increase amount of the torque output from the transmission T is larger than that in the case where the inductance L of the winding 121 is not reduced, for example. In this way, even if the rotational power of the engine 14 is the same, the torque output from the transmission device T changes according to the adjustment in the transmission device T. Further, in the transmission device T, an adjustment range of torque output from the transmission device T is expanded by performing torque control.
  • the rotational power of the engine 14 is increased without increasing the inductance L of the winding 121 in order to increase the current, the rotational power of the engine 14 will increase excessively as compared with an increase in the generated current. If the rotational power increases excessively, the fuel efficiency of the engine 14 deteriorates. Further, when the rotational power increases excessively, the induced electromotive voltage E also increases excessively. For example, in a situation where the rotational speed of the motor 18 increases and then reaches a substantially constant speed, the current supplied to the motor 18 decreases. Therefore, the influence of the impedance Zg of the winding 121 is reduced. For this reason, a voltage corresponding to the excessively induced induced electromotive voltage E is output from the generator 10.
  • a converter 16 is provided between the generator 10 and the motor 18.
  • a high voltage corresponding to the induced electromotive voltage E is applied to the switching element of the converter 16.
  • a high breakdown voltage switching element corresponding to a high voltage generally has a large on-resistance. For this reason, the loss by a switching element is large.
  • the supply current adjustment unit 131 decreases the inductance L of the winding 121 when an increase in torque is required. For this reason, an increase in the impedance Zg of the winding 121 is suppressed. For this reason, for example, compared with the case where there is no decrease in the inductance L, the amount of increase in the output torque of the transmission T accompanying the increase in the rotational power of the engine 14 is large. As a result, an excessive increase in the rotational power of the engine 14 with respect to a request for an increase in torque can be suppressed. Therefore, the fuel efficiency of the engine is improved. Further, an excessive increase in output voltage can be suppressed. Therefore, a low breakdown voltage switching element having a small on-resistance can be employed. Therefore, high efficiency can be obtained.
  • the transmission device T of the present embodiment independence in adjusting the output torque and the rotational speed compared to, for example, the case where the output of the engine 14 is supplied to the drive wheels Wc and Wd without passing through the transmission device T. Can be increased. Therefore, the transmission T can perform adjustment more suitable for each of the torque request and the speed request.
  • the transmission device T of the present embodiment controls the converter 16 and the inverter 17 by the control device 15.
  • the transmission T can control the current and voltage supplied to the motor 18 independently of the adjustment in the generator 10.
  • the transmission T can control the torque and the rotational speed output from the motor 18 of the transmission T independently of the adjustment in the generator 10.
  • This increases the degree of freedom in controlling the output of the transmission T.
  • the transmission T causes the converter 16 or the inverter 17 to stop supplying power to the motor 18. Thereby, the transmission T can stop the motor 18 even when the engine 14 and the generator 10 are operating.
  • FIGS. 6A and 6B are schematic views for explaining adjustment of the supply current adjustment unit in the generator 20 of the transmission of the second embodiment.
  • FIG. 6A shows a state when the inductance of the winding 121 is set to the largest value within the range of values that can be set.
  • FIG. 6B shows a state when the inductance of the winding 121 is set to a value smaller than that in FIG.
  • the positional relationship among the winding 221, the stator core 222, and the rotor 21 in FIG. 6A is the same as the positional relationship in the first embodiment described with reference to FIG.
  • the magnetic circuit F21 is a magnetic circuit through which the magnetic flux generated by the magnetic pole portion 211 passes.
  • the magnetic circuit F22 is a magnetic circuit viewed from the winding 221.
  • the magnetic circuit F22 viewed from the winding 221 is configured by a path that passes through the inside of the winding 221 and minimizes the entire magnetic resistance of the magnetic circuit F22.
  • the magnetic circuit F ⁇ b> 2 passes through the stator core 222.
  • the magnetic circuit F2 passes through two adjacent tooth portions 222b.
  • the magnetic circuit F22 passing through the stator core 222 includes an air gap F22a.
  • the air gap F ⁇ b> 22 a is between the winding 221 and the rotor 21.
  • the air gap F22a constituting the magnetic circuit F22 is between the winding 221 and the rotor 21 and between two adjacent tooth portions 222b.
  • the air gap F22a constituting the magnetic circuit F2 is provided so as to connect portions of the two adjacent tooth portions 222b facing the rotor 21.
  • the magnetic circuit F22 viewed from the winding 221 does not pass through the back yoke portion 212 of the rotor 21.
  • the magnetic circuit F22 viewed from the winding 221 has an air gap F22a between two adjacent tooth portions 122b.
  • the magnetic resistance of the air gap F22a constituting the magnetic circuit F22 is the largest among the magnetic resistances of the elements constituting the magnetic circuit F22.
  • the air gap F22a has a larger magnetic resistance than the remaining portion F22b of the air gap F22a in the magnetic circuit F22.
  • the supply current adjustment unit 231 moves the winding 221.
  • the supply current adjusting unit 231 changes the magnetic resistance of the magnetic circuit F ⁇ b> 22 passing through the stator core 222 as viewed from the winding 221.
  • the supply current adjusting unit 231 changes the inductance of the winding 221 and adjusts the current supplied to the motor 18 (see FIG. 1).
  • the supply current adjusting unit 231 moves the winding 221 without moving the stator core 222 of the stator 22. More specifically, the stator core 222 is fixed to a housing (not shown).
  • the rotor 21 is rotatably supported by the housing.
  • the rotor 21 is fixed in the axial direction X.
  • the winding 221 is supported by the casing so as to be movable in the axial direction X with respect to the casing.
  • the supply current adjustment unit 231 moves the winding 221 so that the tooth portion 222 b moves in a direction in and out of the cylindrical winding 221.
  • the supply current adjustment unit 231 moves the winding 221 in the axial direction X.
  • the supply current adjustment unit 231 moves the winding 221 in the direction of the arrow X2, for example. All the windings 221 provided on the generator 20 and wound around the tooth portion 222b move together.
  • the control device 15 operates the supply current adjusting unit 231 in response to the torque request.
  • FIG. 6B shows a state having a smaller inductance than the state of FIG.
  • the state shown in FIG. 6B is a state where the winding 221 has moved in the direction of the arrow X2.
  • the supply current adjustment unit 231 moves only the winding 221 in response to a torque request.
  • the supply current adjustment unit 231 moves the relative position of the stator core 222 with respect to the winding 221.
  • the supply current adjusting unit 231 changes the magnetic resistance of the magnetic circuit F ⁇ b> 22 passing through the stator core 222 as viewed from the winding 221.
  • the tooth portion 222 b of the stator core 222 comes out of the winding 221.
  • the amount of the stator core 222 existing in the winding 221 decreases.
  • the length of the air gap F22a constituting the magnetic circuit F22 viewed from the winding 221 is increased.
  • the magnetic resistance of the air gap F22a between the winding 221 and the rotor 21 increases. That is, the magnetic resistance of the air gap F22a having the largest magnetic resistance increases.
  • the magnetic resistance of the magnetic circuit F2 as viewed from the winding 221 increases.
  • the supply current adjusting unit 231 changes the magnetic resistance of the air gap F22a having the largest magnetic resistance. Thereby, the supply current adjusting unit 231 changes the magnetic resistance of the magnetic circuit F2 passing through the adjacent tooth portion 222b. Therefore, for example, the inductance of the winding 221 is likely to change greatly compared to the case where the magnetic resistance of the portion F22b other than the air gap F22a is changed. In this way, the supply current adjustment unit 231 changes the magnetic resistance of the magnetic circuit F22 passing through the stator core 222 as viewed from the winding 221. As a result, the supply current adjustment unit 231 changes the inductance of the winding 221.
  • the supply current adjusting unit 231 increases the magnetic resistance of the magnetic circuit F22 viewed from the winding 221 in response to a request for increasing torque. That is, the supply current adjustment unit 231 increases the magnetic resistance of the magnetic circuit F22 viewed from the winding 221 in response to a request for increasing the current. As a result, the supply current adjusting unit 231 decreases the inductance of the winding 221. As a result, the current supplied to the motor 18 (see FIG. 1) can be increased.
  • the supply current adjusting unit 231 changes the inductance of the winding 221 by changing the magnetic resistance of the air gap F22a between the winding 221 and the rotor 21. As a result, the loss for the alternating magnetic field is reduced. Therefore, the adjustment amount of the current supplied to the motor 18 can be increased.
  • FIG. 7 is a schematic diagram showing the generator 30 in the transmission of the third embodiment.
  • the stator core 322 in the generator 30 shown in FIG. 7 includes a plurality of first stator core portions 323 and a second stator core portion 324.
  • Each of the plurality of first stator core portions 323 has a facing portion 323a that faces the rotor 31 via an air gap.
  • the plurality of first stator core portions 323 are arranged in an annular shape at intervals. That is, the plurality of first stator core portions 323 are arranged in a line in the circumferential direction Z.
  • the plurality of first stator core portions 323 function as main tooth portions in the stator 32. Therefore, the first stator core portion 323 is also referred to as a first tooth portion 323 in the present specification.
  • the length in the circumferential direction Z of the facing portion 323a of the first stator core portion 323 is longer than the length in the circumferential direction Z of the portion other than the facing portion 323a of the first stator core portion 323. Winding 321 is wound around first stator core portion 323.
  • the second stator core portion 324 is disposed at a position opposite to the rotor 31 with the first stator core portion 323 interposed therebetween.
  • the second stator core portion 324 does not have the facing portion 323 a that faces the rotor 31.
  • the second stator core portion 324 includes an annular stator yoke portion 324a and a plurality of second tooth portions 324b.
  • the second tooth portion 324b protrudes toward the first stator core portion 323 from the stator yoke portion 324a.
  • the number of the second tooth portions 324b is the same as the number of the first stator core portions 323.
  • the stator yoke part 324a and the second tooth part 324b may be configured so that almost all of the magnetic flux passing through the second tooth part 324b passes through the stator yoke part 324a. That is, the second tooth portion 324b may be integrally formed with the stator yoke portion 324a. The second tooth portion 324b may be formed separately from the stator yoke portion 324a and attached to the stator yoke portion 324a. The second tooth portions 324b are arranged in a line in the circumferential direction Z. The plurality of second tooth portions 324b are arranged in an annular shape at intervals. The interval between the plurality of second tooth portions 324b is equal to the interval between the plurality of first stator core portions 323.
  • the supply current adjustment unit 331 in the generator 30 of the present embodiment moves a part of the relative position of the stator core 322 with respect to the winding 321.
  • the supply current adjusting unit 331 moves one of the plurality of first stator core units 323 and the second stator core unit 324 with respect to the other.
  • the supply current adjusting unit 331 changes the magnetic resistance of the magnetic circuit F32 viewed from the winding 321.
  • the supply current adjustment unit 331 adjusts the current supplied to the motor 18. More specifically, the first stator core portion 323 is fixed to a housing (not shown).
  • the second stator core portion 324 is supported to be rotatable in the circumferential direction Z.
  • the supply current adjustment unit 331 rotates the second stator core unit 324 in the circumferential direction Z around the rotation axis of the rotor 31. Accordingly, the supply current adjusting unit 331 moves the second stator core unit 324 from the first state (see FIG. 8A) to the second state (see FIG. 8B).
  • FIG. 8A is a schematic diagram showing a first state of the stator 32 shown in FIG.
  • FIG. 8B is a schematic diagram showing a second state of the stator 32 shown in FIG.
  • FIG. 6A shows a state when the inductance of the winding 321 is set to the largest value within the range of values that can be set.
  • FIG. 6B shows a state when the inductance of the winding 321 is set to a value smaller than that in FIG.
  • each of the plurality of second tooth portions 324b faces each of the plurality of first stator core portions 323.
  • an air gap length L32 between each of the plurality of first stator core portions 323 and the second stator core portion 324 is an air gap between adjacent first stator core portions of the plurality of first stator core portions 323. It is shorter than the length L33.
  • the air gap length L33 is the air gap length between the portions of the first stator core portion 323 provided between the winding 321 and the rotor 31 in the direction in which the rotor 31 and the stator 32 face each other. is there.
  • each of the plurality of second tooth portions 324b is located between the first stator core portions 323 adjacent to each other.
  • the air gap length L34 between each of the plurality of first stator core portions 323 and the second stator core portion 324 is the air between the adjacent first stator core portions 323 among the plurality of first stator core portions 323. It is longer than the gap length L33.
  • 8A and 8B show a magnetic circuit F31 through which the magnetic flux generated by the magnetic pole portion 311 passes, and a main magnetic flux F32 generated by the current in the winding 321.
  • FIG. The magnetic circuit F32 viewed from the winding 321 is configured by a path that passes through the inside of the winding 321 and minimizes the entire magnetic resistance of the magnetic circuit F32.
  • the magnetic circuit F32 passes through the stator core 322.
  • the magnetic circuit F32 passes through adjacent first stator core portions 323 (first tooth portions 323).
  • the magnetic circuit F32 includes three air gaps.
  • an air gap F32a a portion formed by an air gap between two adjacent first stator core portions 323 (first tooth portions 323) is referred to as an air gap F32a.
  • a portion formed by an air gap between each of the two adjacent first stator core portions 323 (first tooth portions 323) and the second stator core portion 324 is referred to as an air gap F32c.
  • An air gap F ⁇ b> 32 a between two adjacent first stator core portions 323 (first tooth portions 323) is between the winding 321 and the rotor 31.
  • the air gap F32a constituting the magnetic circuit F32 is between the winding 321 and the rotor 31, and between two adjacent first stator core portions 323 (first tooth portions 323).
  • the air gap F32a is provided so as to connect the end surfaces of the two adjacent first stator core portions 323 (first tooth portions 323) facing each other.
  • the air gap length L32 between each of the plurality of first stator core portions 323 (first tooth portions 323) and the second stator core portion 324 has a plurality of first stator core portions. Is shorter than the air gap length L33 between the adjacent first stator core portions 323 (first tooth portions 323).
  • the air gap length L33 is the longest air gap in the magnetic circuit F32. Therefore, in the first state, the magnetic resistance of the air gap F32a between the adjacent first stator core portions 323 in the magnetic circuit F32 viewed from the winding 321 is the magnetic resistance of the elements constituting the magnetic circuit F32. The biggest.
  • the air gap F32a has a magnetic resistance larger than any of the magnetic resistances of the remaining portions F32b, F32c, and F32d of the air gap F32a in the magnetic circuit F32.
  • the magnetic resistance of the air gap F32a is larger than the magnetic resistance of the air gap F32c between the first stator core portion 323 and the second stator core portion 324.
  • the magnetic flux F32 due to the current of the winding 321 flows through the adjacent first stator core portion 323 and second stator core portion 324.
  • the magnetic resistance of the magnetic circuit F32 passing through the stator core 322 as viewed from the winding 321 depends on the air gap length L33 between the adjacent first stator core portions 323.
  • the magnetic flux F31 generated by the magnetic pole portion 311 passes through two adjacent first stator core portions 323.
  • the magnetic flux F31 is generated from one magnetic pole portion 311, a gap between the magnetic pole portion 311 and the first stator core portion 323, the first stator core portion 323, the second stator core portion 324, the adjacent first stator core portion 323, the magnetic pole. It flows through the gap between the part 311 and the first stator core part 323, the adjacent magnetic pole part 311, and the back yoke part 312. That is, in the first state shown in FIG. 6A, the magnetic circuit F31 of the magnetic pole portion 311 passes through the two adjacent first stator core portions 323 and the second stator core portion 324.
  • the air gap length L34 between each of the plurality of first stator core portions 323 and the second stator core portion 324 is adjacent to each other among the plurality of first stator core portions 323.
  • the air gap length L33 between the stator core portions 323 is longer.
  • the magnetic resistance of the magnetic circuit F32 passing through the stator core 322 as viewed from the winding 321 is strongly influenced by the air gap length L34 between the first stator core portion 323 and the second stator core portion 324.
  • the magnetic resistance of the magnetic circuit F32 passing through the stator core 322 as viewed from the winding 321 in the second state is larger than the magnetic resistance in the first state.
  • the magnetic flux F31 generated by the magnetic pole portion 311 passes through the gap between the magnetic pole portion 311 and the first stator core portion 323 from one magnetic pole portion 311 and passes through the first stator core portion 323.
  • the magnetic flux F31 passes from the first stator core part 323 directly to the adjacent first stator core part 323.
  • a magnetic flux F31 generated by the magnetic pole portion 311 passes through a gap between two adjacent first stator core portions 323.
  • the path of the magnetic flux F31 generated by the magnetic pole portion 311 is switched. Even when the path of the magnetic flux F31 is not switched in the second state, at least the magnetic flux F31 generated by the magnetic pole portion 311 increases the magnetic flux passing through the gap between the two adjacent first stator core portions 323.
  • the magnetic resistance of the air gap F32a substantially increases. This is magnetically equivalent to an increase in the air gap length L33 between two adjacent first stator core portions 323. For this reason, the magnetic resistance of the magnetic circuit F32 including the air gap F32a is larger.
  • the rate of change in inductance of the winding 321 is greater than the rate of change in magnetic flux generated at the magnetic pole portion 311 and interlinked with the winding 321.
  • the inductance of the winding 321 tends to be inversely proportional to the magnetic resistance viewed from the winding 321. Therefore, the inductance of the winding 321 in the second state is smaller than the inductance of the winding 321 in the first state.
  • the supply current adjusting unit 331 uses one of the plurality of first stator core portions 323 and the second stator core portion 324 as the other. Move against. As a result, the supply current adjusting unit 331 changes the magnetic resistance of the magnetic circuit F32 viewed from the winding 321. As a result, the supply current adjustment unit 331 changes the inductance of the winding 321.
  • the supply current adjustment unit 331 adjusts the current supplied to the motor 18 (see FIG. 1).
  • the supply current adjusting unit 331 changes the magnetic resistance of the air gap F32a.
  • the supply current adjustment part 331 changes the magnetic resistance of the air gap F32a without changing the air gap length L33 between the first stator core parts 323 as adjacent tooth parts. Accordingly, the supply current adjusting unit 331 changes the magnetic resistance of the magnetic circuit F32 that passes through the first stator core portion 323 serving as an adjacent tooth portion.
  • the air gap F32a has the largest magnetic resistance among the elements constituting the magnetic circuit F32 in the first state.
  • the inductance of the winding 321 is likely to change greatly compared to the case where the magnetic resistance of the portion other than the air gap F32a is changed.
  • the supply current adjustment unit 331 changes the inductance of the winding 321 by changing the magnetic resistance of the air gap F ⁇ b> 32 a between the winding 321 and the rotor 31. As a result, the loss for the alternating magnetic field is reduced. Therefore, the adjustment amount of the current supplied to the motor 18 as the electric load device can be increased.
  • FIG. 9 is a graph showing output current characteristics with respect to the rotational speed of the rotor 31 in the generator 30 shown in FIG.
  • the broken line H1 represents the output current characteristic in the first state shown in FIG.
  • the generator 30 When the generator 30 has the output current characteristic indicated by the broken line H1, the generator 30 operates so that the combination of the output current and the rotation speed is located in a region below the broken line H1 in the graph of FIG.
  • a solid line H2 represents the output current characteristic in the second state shown in FIG.
  • the generator 30 has the output current characteristic indicated by the solid line H2
  • the generator 30 operates so that the combination of the output current and the rotation speed is located in a region below the solid line H2.
  • the graph of FIG. 9 shows characteristics when the supply voltage adjustment unit 344 (see FIG. 7) is not operated in order to make the current control easy to understand. With reference to the graph of FIG. 9, the adjustment in the generator 30 is demonstrated.
  • the output current in the first state shown by the broken line H1 When attention is paid to the output current in the first state shown by the broken line H1, the output current increases as the rotational speed increases. Therefore, the output current of the generator 30 can be adjusted by the rotational speed of the rotor 31.
  • the rotational speed of the rotor 31 corresponds to the rotational speed of the output shaft C (see FIG. 2) of the engine 14.
  • the output current in the first state increases sharply as the rotational speed increases in a region where the rotational speed of the rotor 31 is relatively low.
  • the output current in the first state gradually increases in response to the increase in the rotation speed in a region where the rotation speed is relatively high. That is, in the region where the rotational speed is relatively high, the rate of change of the output current with respect to the change of the rotational speed is small.
  • the rotation speed of the rotor 31 should be significantly increased. Is required. For example, when the vehicle V (see FIG. 1) starts climbing when traveling or overtakes another vehicle during traveling, it is necessary to further increase the torque output from the transmission T during high-speed traveling. In this case, the torque demand increases. In the state where the state of the supply current adjusting unit 331 is fixed, when the torque demand increases in response to further acceleration, it is required to further increase the rotational speed of the rotor 31, that is, the rotational speed of the engine 14.
  • the current may be increased to I2 in response to an increase in torque demand.
  • the generator 30 is fixed in the first state corresponding to H1 in the graph, the rotational speed of the rotor 31 increases excessively. In other words, the rotational speed of the engine 14 increases excessively. This reduces the fuel efficiency of the engine 14 itself.
  • the induced electromotive voltage of the winding 321 is substantially proportional to the rotational speed of the rotor 31. Therefore, when the rotational speed is greatly increased, the induced electromotive voltage is greatly increased. In order to cope with a large increase in voltage, it is necessary to increase the withstand voltage of electrical components. For this reason, the efficiency is lowered due to the high breakdown voltage of the electrical component.
  • the control device 15 controls the supply current adjusting unit 331 according to the torque request.
  • the torque request corresponds to the current request.
  • the control device 15 changes the magnetic resistance of the magnetic circuit F32 passing through the stator core 322 as viewed from the winding 321 according to the torque request.
  • the control device 15 changes the inductance of the winding 321.
  • the current supplied to the motor 18 is adjusted.
  • the supply current adjusting unit 331 moves the second stator core unit 324 from the first state (see FIG. 8A) to the second state (see FIG. 8B).
  • the output current characteristic changes from the broken line H1 shown in FIG. 9 to the solid line H2.
  • control device 15 causes the supply current adjusting unit 331 (see FIG. 7) to move the second stator core unit 324 to the second state (see FIG. 8B). Thereby, the control device 15 reduces the inductance. Then, the engine control unit EC increases the rotational speed of the engine 14 to N2. This increases the output current to I2. As the output current increases, the torque output from the transmission T increases. In this way, the control device 15 performs control. Thereby, for example, compared with the case where only the rotation speed of the engine 14 is increased, the torque adjustment range is expanded.
  • the engine control unit EC and the control device 15 cooperate.
  • the control device 15 adjusts the winding inductance by the supply current adjusting unit 331 when the engine control unit EC causes the engine output adjusting unit 141 to adjust the rotational power of the engine.
  • the control device 15 starts the process of causing the supply current adjusting unit 331 to reduce the inductance of the winding 121 before the process of increasing the rotational power of the engine 14 ends. That is, in the control device 15, the period during which the inductance of the winding 121 is decreased by the supply current adjusting unit 331 and the period during which the rotational power of the engine 14 is increased by the engine output adjusting unit 141 have an overlapping portion. Control as follows.
  • the engine control unit EC causes the engine output adjustment unit 141 (see FIG. 2) to increase the rotational power of the engine 14. That is, in the present embodiment, the control device 15 maintains the supply current adjustment unit 331 (see FIG. 7) in the first state (see FIG. 8A) corresponding to the broken line H1 in the graph of FIG.
  • the engine output adjusting unit 141 increases the rotational power of the engine 14.
  • the induced electromotive force E (see FIG. 4) generated in the generator 30 is substantially proportional to the rotational speed ⁇ .
  • the impedance Zm of the motor 18 itself is generally large.
  • the transmission device T can meet the demand for an increase in speed without reducing the inductance L of the winding 321 in the supply current adjusting unit 331.
  • the winding diameter is increased or the magnet amount is increased. Increase is required. If the diameter of the winding is increased or the amount of magnets is increased, the transmission itself is increased in size. As a result, the mountability and portability of the transmission T on the vehicle are reduced.
  • a general generator whose inductance cannot be changed is configured to have an output current characteristic as shown by a solid line H2
  • the generator has an output current characteristic as shown by a broken line H1. Can not.
  • a method for adjusting the current supplied to the motor 18 for example, use of a DC-DC converter can be considered.
  • the control device 15 controls the supply current adjusting unit 331 to change the magnetic resistance of the magnetic circuit F32 passing through the stator core 322 as viewed from the winding 321 according to the current request.
  • the control device 15 changes the inductance of the winding 321.
  • the transmission T can adjust an electric current according to a torque request
  • the generator 30 includes a supply voltage adjustment unit 344 separately from the supply current adjustment unit 331.
  • the supply voltage adjustment unit 344 is controlled by the control device 15.
  • the supply voltage adjustment unit 344 changes the interlinkage magnetic flux that leaves the magnetic pole portion 311 of the rotor 31 and that interlinks with the winding 321.
  • the supply voltage adjusting unit 344 changes the induced electromotive voltage of the winding 321.
  • the supply voltage adjustment unit 344 adjusts the voltage supplied to the motor 18. More specifically, the supply voltage adjustment unit 344 moves the rotor 31 in the axial direction X.
  • the supply voltage adjustment unit 344 changes the air gap length L311 between the rotor 31 and the stator 32.
  • Such movement of the rotor 31 in the axial direction X can be realized, for example, by the supply voltage adjusting unit 344 that moves the bearing portion 313 that rotatably supports the rotor 31 in the axial direction X.
  • the supply voltage adjusting unit 344 moves the bearing portion 313 that rotatably supports the rotor 31 in the axial direction X.
  • the magnetic resistance between the rotor 31 and the stator 32 changes.
  • the amount of magnetic flux generated at the magnetic pole portion 311 and interlinked with the winding 321 changes.
  • the voltage generated by the generator 30 changes.
  • the degree of freedom in controlling the rotational power output from the transmission T is increased.
  • the transmission T according to the present embodiment can adjust the voltage supplied to the motor 18 other than the adjustment of the rotational power of the engine 14 by the engine output adjustment unit 141. Therefore, it is possible to increase the degree of freedom of control while suppressing a decrease in fuel efficiency.
  • the supply voltage adjusting unit 344 can further suppress fluctuations in the interlinkage magnetic flux interlinking with the winding 321 due to the operation of the supply current adjusting unit 331 as follows.
  • the interlinkage magnetic flux that goes out of the magnetic pole portion 311 of the rotor 31 and interlinks with the winding 321 flows through the stator core 322. That is, the interlinkage magnetic flux that goes out of the magnetic pole portion 311 and interlinks with the winding 321 flows through the first stator core portion 323 and the second stator core portion 324.
  • the supply current adjustment unit 331 moves the second stator core unit 324 from the first state (see FIG. 8A) to the second state (see FIG.
  • the supply voltage adjustment unit 344 changes the air gap length L31 between the rotor 31 and the stator 32 so as to compensate for the fluctuation of the linkage magnetic flux linked to the winding 321 due to the operation of the supply current adjustment unit 331. As a result, fluctuations in the interlinkage magnetic flux interlinking with the winding 321 due to the operation of the supply current adjusting unit 331 can be suppressed.
  • the supply current adjustment unit 331 can adjust the current while further suppressing the influence of the restriction due to the voltage by the compensation operation of the supply voltage adjustment unit 344.
  • the generator 30 includes both the supply current adjustment unit 331 and the supply voltage adjustment unit 344.
  • the transmission of the present invention may not include the supply voltage adjusting unit.
  • the example of the 1st stator core part 323 which has the protrusion part which protruded in the circumferential direction Z, ie, the direction in which a 1st stator core part is located in the edge part which opposes a rotor as a 1st stator core part. explained.
  • the 1st stator core part in this invention does not need to have a protrusion part.
  • the example of the rotor and the stator having the axial gap type structure has been described.
  • the transmission of the present invention can also be applied to a radial gap structure in which the rotor and the stator are opposed in the radial direction via the air gap.
  • the axial direction X (FIG. 3) in the axial gap type structure of the present embodiment is an example of the direction in which the rotor and the stator in the present invention face each other.
  • the rotor and the stator face each other in the radial direction.
  • the generator of the present invention may be constituted by an IPM (Interior Permanent Magnet) generator.
  • the air gap in the above-described embodiment is an example of a nonmagnetic material gap.
  • the nonmagnetic gap is a gap made of one or more kinds of nonmagnetic materials.
  • the nonmagnetic material is not particularly limited. Examples of the nonmagnetic material include air, aluminum, and resin.
  • the nonmagnetic gap preferably includes at least an air gap.
  • the example in which the rotor 11 is directly connected to the output shaft C of the engine 14 has been described as the details of the configuration in which the rotor 11 is connected to the engine 14.
  • the output shaft C of the engine 14 and the rotor 11 of the generator 10 may be connected via a transmission device represented by a belt, a gear, or a drive shaft, for example.
  • control device 15 and the engine control unit EC that receive the torque request and the speed request from the request instruction unit A are shown as examples of the control device.
  • the present invention is not limited to this.
  • a torque request may be received from a device that outputs a torque request
  • a speed request may be received from another device that outputs a speed request.
  • the control device of the present invention may not communicate with the engine control unit.
  • the control device and the engine control unit have a common control map, and receive torque requests having the same contents from the common request instruction unit.
  • the control device performs control in cooperation with the engine control unit.
  • the control device may be integrated with the engine control unit.
  • the control device may be constructed on a common board or electronic device with the engine control unit.
  • control device 15 and the engine control unit EC perform any one of torque control, speed control, and control in which torque control and speed control are mixed.
  • control device and the engine control unit may perform only speed control and torque control.
  • the control device may perform only torque control.
  • the example of the accelerator operator as the request instruction unit A has been described.
  • the torque request required for the transmission of the present invention is not limited to the output of the request instruction unit.
  • indication part and a transmission the following are mentioned, for example.
  • control device that receives a signal is provided.
  • the torque request required for the transmission is not limited to an electrical signal.
  • the control device of the present invention may be a mechanism that operates by, for example, a wire connected to an operation lever.
  • the supply current adjusting unit may move the stator core by the force transmitted by the wire or the like.
  • a three-phase brushless motor has been described as an example of the motor 18.
  • the motor of the present invention may be a motor having the same structure as the generator described in the present embodiment, including the structure of the supply current adjusting unit.
  • the motor 18 includes a plurality of first stator core portions and second stator core portions, similar to the generator 30, and has a structure that moves one of the first stator core portions and the second stator core portions relative to the other. Also good.
  • the example of the vehicle V having four wheels has been described as the device to which the transmission is applied.
  • the transmission in the present invention is not limited to this, and can be applied to a vehicle having three or less wheels, a vehicle having five or more wheels, and a vehicle having no wheels.
  • the transmission in the present invention can be applied to a vehicle having wheels, for example.
  • the transmission according to the present invention can be applied to, for example, motorcycles, motor tricycles, buses, trucks, golf cars, carts, ATVs (All-Terrain Vehicles), ROVs (Recreational Off-highway Vehicles), and track vehicles. it can.
  • the transmission according to the present invention can be applied to, for example, a vehicle that drives a drive mechanism other than wheels.
  • the transmission in the present invention is, for example, an industrial vehicle represented by a forklift, a snowplow, an agricultural vehicle, a military vehicle, a snowmobile, a construction machine, a small planing boat (water vehicle), a ship, an outboard motor, an inboard motor, It can be applied to airplanes and helicopters.
  • the rotation drive mechanism includes a drive member.
  • the rotation drive mechanism may be, for example, a propeller, an impeller, a caterpillar, or a track belt. Further, the rotation mechanism is not limited to a mechanism that drives the vehicle.
  • the rotation mechanism may be a mechanism that drives part of the functions of the vehicle.
  • the transmission in the present invention can be applied to, for example, an engine blower, a snowplow, a lawn mower, an agricultural tool, a gas engine heat pump, and a general-purpose machine.
  • control device 15 configured by a microcontroller has been described as an example of the control device.
  • the control device can also be configured by, for example, wired logic.
  • the generator according to the present invention may not be attached to the crankcase of the engine.
  • the transmission of the present invention may be disposed at a position away from the engine.
  • the transmission may constitute a vehicle drive transmission unit that can be attached to and detached from the vehicle body.
  • a vehicle drive transmission unit is a device that is physically attached to and detached from the vehicle body as one body.
  • the vehicle drive transmission unit is configured such that all the components (eg, a generator, a motor, etc.) included in the vehicle drive transmission unit can be attached to and detached from the vehicle body as one body.
  • the torque request is a request to increase, decrease or maintain the torque output from the transmission to the rotating mechanism. Therefore, the request for increasing the torque output from the transmission to the rotating mechanism from zero corresponds to the torque request. Further, the request for zeroing the torque output from the transmission to the rotation mechanism corresponds to the torque request. However, the request to maintain the torque output from the transmission to the rotation mechanism at zero is substantially a request not to output the torque from the transmission to the rotation mechanism. Therefore, the request for maintaining the torque output from the transmission to the rotation mechanism at zero does not correspond to the torque request. In other words, when the torque output from the transmission to the rotating mechanism is maintained at zero, no torque request is input.
  • the control device causes the supply current adjusting unit to change the magnetic resistance of the magnetic circuit passing through the stator core as seen from the winding when a torque request is input to the transmission.
  • the control device supplies a change in the magnetic resistance of the magnetic circuit passing through the stator core, as viewed from the winding, in response to the torque request input to the transmission. Let the adjuster do it.
  • the inductance of the winding is changed by changing the magnetic resistance of the magnetic circuit passing through the stator core as seen from the winding.
  • the change of the magnetic resistance of the magnetic circuit passing through the stator core as viewed from the winding may be performed in a plurality of steps, steplessly, or continuously.
  • the output current characteristics of the generator may be changed in a plurality of steps, may be changed steplessly, or may be changed continuously.
  • the broken line H1 shown in FIG. 9 shows an example of the output current characteristic when the magnetic resistance of the magnetic circuit passing through the stator core is small as viewed from the winding.
  • a solid line H2 shown in FIG. 9 shows an example of the output current characteristic when the magnetic resistance of the magnetic circuit passing through the stator core is large as viewed from the winding.
  • the output current characteristic of the generator shown in FIG. 9 does not mean that the change in the magnetic resistance of the magnetic circuit passing through the stator core as seen from the winding in this embodiment is performed in two stages.
  • the output current characteristics of the generator may be changed in a plurality of steps, may be changed steplessly, or may be changed continuously.
  • the change of the magnetic resistance of the magnetic circuit passing through the stator core as viewed from the winding may be performed in two stages.
  • the magnetic resistance of the magnetic circuit passing through the stator core as viewed from the winding in the low resistance state is smaller than the magnetic resistance of the magnetic circuit passing through the stator core as viewed from the winding in the high resistance state.
  • the state of the generator is changed so that the magnetic resistance of the magnetic circuit passing through the stator core as seen from the winding increases, the state of the generator before the change is a low resistance state, and the power generation after the change The machine is in a high resistance state.
  • the state of the generator before the change is a high resistance state
  • the state of the generator after the change is changed.
  • the state is a low resistance state. That is, the absolute magnetic resistance of the magnetic circuit passing through the stator core as seen from the windings in the high resistance state and the low resistance state is not particularly limited.
  • the high resistance state and the low resistance state are relatively determined.
  • the inductance of the winding in the high resistance state is smaller than the inductance of the winding in the low resistance state.
  • an example of the output current characteristic of the generator in the high resistance state is a broken line H1 shown in FIG.
  • an example of the output current characteristic of the generator in the low resistance state is a solid line H2 shown in FIG. .
  • the generator in the high resistance state and the generator in the low resistance state have the same current at the same rotational speed (M).
  • Can output When the magnetic resistance of the magnetic circuit passing through the stator core as viewed from the winding is changed, the output current characteristic curve (H1) between the generator before the change and the generator after the change is changed in this way. , H2), a rotation speed (M) corresponding to the intersection point is generated.
  • the output current characteristic curve is a curve indicating the output current of the generator with respect to the rotational speed of the rotor.
  • the generator in the high resistance state when rotating at a rotational speed (M + ) greater than the rotational speed (M), a current (the maximum current that can be output when the generator (see H1) in the low resistance state rotates at the rotational speed (M + ) ( I2) can be output.
  • the state of the generator is changed so that the magnetic resistance of the magnetic circuit passing through the stator core is high as viewed from the winding, so that the rotation speed is relatively high and the state before the change is changed. A current of a magnitude that the generator could not output can be output. As shown in FIG.
  • the generator of the present invention is changed from the rotational speed (M).
  • M rotational speed
  • M ⁇ or M + it is possible to output a current larger than the maximum current that can be output when the generator before change rotates at the rotational speed (M ⁇ or M + ).
  • a rotational torque different from the rotational torque output from the engine and a rotational speed different from the rotational speed output from the engine are supplied to the rotational mechanism (for example, a rotational drive mechanism). Can do.
  • the control device 15 controls both the supply current adjusting unit 131 and the converter 16 and / or the inverter 17 as the motor power control unit in response to the torque request.
  • the control device changes the operation mode of the motor power control unit in accordance with the torque request at the same timing as the timing at which the control for changing the inductance is performed by the supply current adjustment unit according to the torque request or at a different timing. Control may be performed.
  • the control for changing the operation mode of the motor power control unit is a control for changing the on / off pattern of the converter and / or the inverter from one predetermined pattern to another predetermined pattern. .
  • the pattern here may be a pattern in which the on / off cycle is constant, or a pattern in which the on / off cycle changes over time.
  • the control for changing the operation mode of the motor power control unit is different from the control of the operation itself of the motor power control unit.
  • the control of the operation of the motor power control unit is control for operating the motor power control unit based on a predetermined on

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • General Physics & Mathematics (AREA)
  • Physics & Mathematics (AREA)
  • Automation & Control Theory (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Biomedical Technology (AREA)
  • Health & Medical Sciences (AREA)
  • General Health & Medical Sciences (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Eletrric Generators (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Control Of Ac Motors In General (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Permanent Magnet Type Synchronous Machine (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
PCT/JP2015/082930 2014-11-25 2015-11-24 変速装置、制御装置、及びビークル WO2016084800A1 (ja)

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CN201580063944.6A CN107005185B (zh) 2014-11-25 2015-11-24 变速装置、控制装置和车辆
BR112017010343A BR112017010343A2 (pt) 2014-11-25 2015-11-24 transmissão, dispositivo de controle, e veículo
RU2017122164A RU2017122164A (ru) 2014-11-25 2015-11-24 Трансмиссия, устройство управления и транспортное средство
EP15863113.5A EP3206295B1 (en) 2014-11-25 2015-11-24 Transmission device, control device, and vehicle
TW104139338A TWI611952B (zh) 2014-11-25 2015-11-25 車輛
TW104139296A TWI577597B (zh) 2014-11-25 2015-11-25 變速裝置、控制裝置、及車輛
US15/587,569 US10449846B2 (en) 2014-11-25 2017-05-05 Transmission, control device, and vehicle

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JP2014-237372 2014-11-25
JP2014237372A JP2018014771A (ja) 2014-11-25 2014-11-25 電流供給システム及び電力供給システム
JP2015-196668 2015-10-02
JP2015-196670 2015-10-02
JP2015-196667 2015-10-02
JP2015-196669 2015-10-02
JP2015196667A JP2018012346A (ja) 2015-10-02 2015-10-02 ビークル、及びビークル駆動用エンジン発電ユニット
JP2015196669A JP2018012348A (ja) 2015-10-02 2015-10-02 変速装置、制御装置、及びビークル
JP2015196670A JP2018012349A (ja) 2015-10-02 2015-10-02 電力供給システム、制御装置、ビークル、及びビークル駆動用エンジン発電機ユニット
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PCT/JP2015/082930 WO2016084800A1 (ja) 2014-11-25 2015-11-24 変速装置、制御装置、及びビークル
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PCT/JP2015/082931 WO2016084801A1 (ja) 2014-11-25 2015-11-24 駆動システム、及びビークル
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